Pilotage Manual - Belfast Harbour

Port of Belfast
PILOTAGE MANUAL
Revision No: 02
Issue No: a
Issue Date: 08 th January 2009
Ref.:
A1005-BHC-PMSC-02

Section: i Rev No. 02
Title: Document Control Issue No. a
Document Control
Document Name/Reference: Port of Belfast – Pilotage Manual
Revision Number: 02
Issue Number:
A
Revision Date: 8 th January 2009
Copy Holder (in red pen):
Copy Number (in red pen):
Signed (Document Controller):
The Document Controller shall:
Document Distribution
Distribute copies of this document and future updates to all relevant persons.
Allocate copy numbers in red pen.
Maintain a distribution list of copy-holders and their number.
Ensure that superseded or obsolete copies are removed from circulation and
destroyed.
The current list of copy-holders is presented below:
Copy No. Copy Holder Role Organisation
Electronically Intranet
Port of Belfast
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Section: ii Rev No. 02
Title: Table of Contents Issue No. a
TABLE OF CONTENTS
1. GENERAL PILOTAGE INFORMATION ................................................................... 1
1.1 INTRODUCTION ........................................................................................................... 1
1.2 RESPONSIBILITIES ....................................................................................................... 2
1.3 REQUIREMENT FOR PILOTAGE AND PILOTAGE DIRECTIONS ........................................ 2
1.4 CONDITIONS GOVERNING THE PROVISION OF PILOTAGE SERVICES (PILOT AND
PILOTING RESPONSIBILITIES) ................................................................................................... 3
1.5 CRITERIA FOR EXPECTED SHIP STATUS ....................................................................... 3
1.6 CONTACTS VHF/TELEPHONE – PROCEDURES (TO ORDER A PILOT) ............................ 4
2. PILOTAGE PROCEDURES .......................................................................................... 5
2.1 ARRANGEMENT OF A PILOT ........................................................................................ 5
2.2 PREPARATION ............................................................................................................. 5
2.3 PILOT BOARDING AND DISEMBARKING POINTS .......................................................... 6
2.4 TRANSIT TO A VESSEL UNDERWAY ............................................................................. 6
2.5 TRANSIT TO BERTHED VESSEL .................................................................................... 7
2.6 EMBARKING/DISEMBARKING A VESSEL UNDERWAY .................................................. 7
2.7 EMBARKING/DISEMBARKING A BERTHED VESSEL ...................................................... 8
2.8 ASSESSING THE VESSEL CONDITION AND STANDARD OF CREW .................................. 8
2.9 PILOT/MASTER EXCHANGE OF INFORMATION ............................................................. 8
2.10 TRANSITING THE PILOTAGE DISTRICT ......................................................................... 9
2.11 BERTHING AND UNBERTHING ................................................................................... 10
2.12 WORKING WITH TUGS ............................................................................................... 10
2.13 COMMUNICATIONS .................................................................................................... 10
2.14 REMOTE PILOTAGE ................................................................................................... 10
2.15 OVERCARRIAGE OF PILOTS ....................................................................................... 10
2.16 NUMBER OF PILOTS ................................................................................................... 10
2.17 SAFETY EQUIPMENT ................................................................................................. 10
3. ANCHORAGES, PROHIBITED, RECOMMENDED, AUTHORISED ................. 11
3.1 GAS PIPELINES .......................................................................................................... 11
3.2 CONTINGENCY PLAN ................................................................................................. 11
4. AREAS OF SPECIAL CONCERNS ............................................................................ 13
4.1 BARNETT DOCK ........................................................................................................ 13
4.2 TURNING CIRCLE TO RICHARDSON WHARF .............................................................. 13
4.3 DANGERS AND SHOALS ............................................................................................. 13
5. TIDAL CONSIDERATIONS, RANGE AND RATE ................................................. 14
5.1 FRESH/CURRENT EFFECT ........................................................................................... 14
6. TUGS ............................................................................................................................... 15
6.1 MINIMUM TUG REQUIREMENTS ................................................................................ 15
7. NOTICE TO MARINERS AND STANDING ORDERS ........................................... 16
7.1 NOTICES TO MARINERS CURRENTLY IN FORCE FOR BELFAST ................................... 16
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Section: ii Rev No. 02
Title: Table of Contents Issue No. a
7.2 STANDING ORDERS CURRENTLY IN FORCE FOR BELFAST ......................................... 16
8. BELFAST HARBOUR SPECIAL COLLISION REGULATIONS ......................... 17
8.1 REDUCED VISIBILITY – ONE WAY PILOTAGE ............................................................. 17
8.2 TOWAGE PROCEDURE IN REDUCED VISIBILITY .......................................................... 17
8.3 CHANNEL PRIORITIES................................................................................................ 17
9. PASSAGE PLANS ......................................................................................................... 19
9.1 INTRODUCTION ......................................................................................................... 19
9.2 RE-ASSESSING THE PLAN .......................................................................................... 19
10. PILOT ROSTER PATTERN.................................................................................... 20
11. PROMULGATION OF PILOTAGE INFORMATION ........................................ 21
12. AUTHORISATION OF PILOTS ............................................................................. 22
12.1 STANDARD PILOT AUTHORISATION (COPY).............................................................. 23
12.2 TERMS AND CONDITIONS OF WHICH AN AUTHORISATION IS MADE ........................... 24
13. TRAINING EXAMINATION AND RECRUITMENT ......................................... 26
13.1 PILOT AUTHORISATION PROCEDURE ......................................................................... 26
13.2 EXAMINATION CRITERIA ........................................................................................... 30
13.3 EXAMINATION BOARD .............................................................................................. 31
13.4 ONGOING TRAINING IDENTIFICATION/CONTINUED COMPETENCE ............................. 31
13.5 RECRUITMENT .......................................................................................................... 31
14. PILOT EXEMPTION CERTIFICATE ................................................................... 32
14.1 PILOT EXEMPTION CERTIFICATE PROCEDURE ........................................................... 32
14.2 MANAGEMENT OF PECS ........................................................................................... 33
15. ACCIDENT/INCIDENT REPORT ......................................................................... 38
15.1 PROCEDURES ............................................................................................................ 38
15.2 MARINE ACCIDENT INVESTIGATION PROCESS .......................................................... 39
16. PERFORMANCE MONITORING AND SYSTEM AUDIT ................................ 40
APPENDIXES ...................................................................................................................... 1-1
1. PILOTAGE DIRECTIONS ........................................................................................ 1-1
1.1 LIMIT OF COMPULSORY PILOTAGE AREA ................................................................ 1-1
1.2 PILOTAGE REQUIREMENTS ...................................................................................... 1-2
2. NAVIGATION CHANNELS & BERTHS IN THE PORT OF BELFAST ........... 2-1
2.1 INTRODUCTION ....................................................................................................... 2-1
2.2 NAVIGATION CHANNELS & BERTHS ....................................................................... 2-1
2.3 CONTROLLING DEPTHS ............................................................................................ 2-3
3. BERTHING RISK ASSESSMENT ............................................................................ 3-1
3.1 INTRODUCTION ....................................................................................................... 3-1
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Section: ii Rev No. 02
Title: Table of Contents Issue No. a
3.2 RISK ASSESSMENT METHODOLOGY ........................................................................ 3-1
3.3 RESULTS – BERTHING RISK ASSESSMENT ............................................................... 3-3
4. NAVIGATIONAL RISK ASSESSMENT ................................................................. 4-1
4.1 INTRODUCTION ....................................................................................................... 4-1
4.2 METHODOLOGY ...................................................................................................... 4-1
4.3 RESULTS ................................................................................................................. 4-5
4.4 2008 REVIEW PROCESS ........................................................................................... 4-6
4.5 RECOMMENDATIONS ............................................................................................... 4-6
4.6 ADDITIONAL COMMENTS MADE ............................................................................. 4-9
4.7 RISK ASSESSMENT RECORDS ................................................................................ 4-11
5. BELFAST PILOT/MASTER EXCHANGE FORM ................................................ 5-1
6. PASSAGE PLAN PRO-FORMA ............................................................................... 6-1
7. PASSAGE PLANS ....................................................................................................... 7-1
7.1 INBOUND PASSAGE PLAN FROM PILOT BOARDING POINT 1 MILE E OF THE FW/B:.... 7-1
7.2 OUTBOUND PASSAGE PLAN TO THE FAIRWAY BUOY .............................................. 7-3
8. PILOT PROGRESSION LOG ................................................................................... 8-1
9. INFORMATION FOR PEC ....................................................................................... 9-1
9.1 BELFAST LOUGH AND VICTORIA CHANNEL - LIGHTS ON NORTH SIDE .................... 9-1
9.2 BELFAST LOUGH AND VICTORIA CHANNEL - LIGHTS ON SOUTH SIDE .................... 9-2
9.3 DOCK ENTRANCES AND CHANNELS ......................................................................... 9-6
10. PILOTAGE EXEMPTION CERTIFICATE CHECKLIST ............................. 10-1
11. PEC TRIPPING LOG ........................................................................................... 11-1
12. PILOT EXEMPTION CERTIFICATE QUESTIONNAIRE ............................ 12-1
13. MARINE SAFETY REPORT .............................................................................. 13-1
14. THE EMBARKATION AND DISEMBARKATION OF PILOTS – CODE OF
SAFE PRACTICE ............................................................................................................. 14-1
15. PILOT’S BRIDGE RESOURCE ASSESSMENT .............................................. 15-1
16. SYLLABUS FOR MARINE PILOT TRAINING .............................................. 16-1
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Section: 1 Rev No. 02
Title: General Pilotage Information Issue No. a
1. GENERAL PILOTAGE INFORMATION
1.1 Introduction
This Manual considers the powers and duties that harbour authorities have to
provide a Pilotage service as well as detailing most of the required pilot information
and requirements in use. The Code recommends that the use of the harbour
authority’s powers follow these general principles:
A. Harbour authorities are accountable for the duty to provide an efficient
pilotage service; and for keeping the need for Pilotage and the service
provided under constant and formal review.
B. Harbour authorities should therefore exercise control over the provision of the
service, including the use of Pilotage directions, and the authorisation,
examination, employment status and training of pilots, as per existing
contract.
C. Pilotage should be fully integrated with other port safety services under
harbour authority control.
D. Authorised pilots are accountable to their authorising authority for the use they
make of their authorisation: harbour authorities should have contracts with
authorised pilots, regulating the conditions under which they work – including
procedures for resolving disputes.
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Section: 1 Rev No. 02
Title: General Pilotage Information Issue No. a
1.2 Responsibilities
The Harbour Master has the overall responsibility for the operational aspects of
managing pilotage within the Port of Belfast. However, the ultimate responsibility
and accountability lie with the Harbour Commissioners to ensure that all the
necessary systems are in place to support this process.
SAFETY SECURITY AND
ENVIROMENT COMMITEE
BELFAST HARBOUR
COMMISSIONERS
DUTY HOLDER
(OPERATIONS DIRECTOR)
HARBOUR MASTER
PILOTS
Figure 1-1
Responsibilities Overview for Pilotage
1.3 Requirement for Pilotage and Pilotage Directions
The requirement for Pilotage within the Port of Belfast is determined using risk
assessment, which forms the basis for preparing the Pilotage Directions (Appendix
1).
Risk assessments like Berthing Risk Assessment (Appendix 3) or Navigational Risk
Assessment (Appendix 4) and the directions are reviewed to give account to
changes in Port operations and any variations in navigational practices within the
Port limits. The maximum period between each review is 3 years.
Before issuing a revision to the requirement for Pilotage or the Pilotage directions,
the Port of Belfast consults with ship owners that use the Port, and those who
conduct operations within the Port, including towage companies, pilot boat
coxswains and the pilots. The process is undertaken through correspondence and
workshops with feedback and findings being retained for audit.
The requirement for Pilotage and the Pilotage directions are circulated through the
Admiralty List of Radio Signals (ALRS). In addition they can be obtained from Port
Operations upon request and the Port’s website www.belfast-harbour.co.uk.
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Section: 1 Rev No. 02
Title: General Pilotage Information Issue No. a
1.4 Conditions Governing the Provision of Pilotage Services (Pilot and
Piloting Responsibilities)
The pilots are responsible to the Harbour Master; however, during the act of Pilotage
they are also responsible to the Master of the vessel being piloted.
As part of the agreement with the Master they are entrusted with the safety of the
vessel they are in conduct of and the safe direction of vessels in support, It is noted
that the Masters and crew of these vessels hold ultimate responsibility for their own
vessel and crew.
1.5 Criteria for Expected Ship Status
A pilot may require the Master of any ship he/she is piloting to declare its draught,
length and beam, and such other information relating to the ship or its cargo as the
Pilot specifies and is necessary to enable him/her to carry his/her pilot duties.
The Master of a ship must bring to the pilots attention defects or matters particular to
the ship and its machinery and equipment, which are known to him/her and likely to
affect the navigation of the ship.
An authorised pilot engaged in the berthing and unberthing of a vessel in the U.K.,
must immediately inform the Harbour Authority whenever they learn in the course of
their normal duties that there are deficiencies which may prejudice the safe
navigation of the vessel, or which may pose a threat of harm to the environment the
Harbour Authority shall immediately inform the MCA.
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Section: 1 Rev No. 02
Title: General Pilotage Information Issue No. a
1.6 Contacts VHF/Telephone – Procedures (to Order a Pilot)
In order to book a pilot call Belfast Harbour on VHF Channel 12 or phone numbers
+44(0)28 9055 3016 or +44(0)28 9055 3504.
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Section: 2 Rev No. 02
Title: Pilotage Procedures Issue No. a
2. PILOTAGE PROCEDURES
2.1 Arrangement of a Pilot
The arrangement of a pilot is co-ordinated by the VTS operator using the Marine
Information System at the Port of Belfast. The MIS holds the ETAs and ETDs for all
vessel entering moving within and departing the Port, detailing the characteristics of
the vessel, its Pilotage and Towage requirements and whether pilotage is from the
inner or outer pilot boarding/disembarking point.
If it is impractical to provide a pilot at the designated boarding point, the vessel is
delayed until this can be done.
No vessel requiring a pilot is permitted to navigate within Port limits without a pilot
unless in exceptional circumstances which is always under the direction of the
Harbour Master and is recorded as an unusual operation.
2.2 Preparation
Once assigned to a vessel, the pilot acquires the relevant data to facilitate the act of
Pilotage. This includes collecting information on:
The vessel,
Any defects,
The environmental conditions,
The vessel’s intentions and requirements,
The forecast,
Any other factors affecting the passage and berth
Information on the vessel and its requirements can be obtained from the MIS, and
the vessel’s pre-arrival form (ADCF).
This preparation is co-ordinated with the VTS operator who signs a checklist to
confirm that all systems will be in place when required. Only then is the vessel
allowed to enter Port limits, otherwise, it is delayed.
The vessel will also be delayed if for any reason the pilot is uncomfortable about the
proposed operation. In this instance a review is held with the Harbour Master to find
a safe solution. This process is recorded on an IRIMS report.
In instances when a pilot is required to go directly from one ship to another, the VTS
operator will plan the operation and issue the pilot with the required details. If critical
information cannot be provided, the vessel is delayed until the pilot has all the
required information.
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Section: 2 Rev No. 02
Title: Pilotage Procedures Issue No. a
2.3 Pilot Boarding and Disembarking Points
The designated boarding and disembarking points at the Port of Belfast are seaward
of beacon 12 and 1 mile East of the Fairway buoy. These points are reviewed as part
of the planning for each act of Pilotage and if considered inappropriate for any
reason the pilot will arrange an alternative boarding point through consultation with
the Harbour Master and the vessel Master. This process is reported by the VTS
using the IRIMS report and forwarded to the Harbour Master.
ETA to the Fairway Buoy called in by arriving vessels 2 hours before arrival at the
Fairway Buoy giving required details, and vessels should then continuously monitor
channel 12. Vessels will then be instructed to call again 15 minutes before arrival on
channel 12 for traffic clearance to pass to their specific berth.
Pilot Boarding Position:
Pilot boards in a position a minimum of 1 mile east of the Fairway Buoy, there being
sufficient sea room for manoeuvre, a reasonable and steady depth of water and,
where normally, the area is sheltered from the more exposed elements of
predominant winds and weather.
Vessels with a LOA of less than 100m, not carrying hazardous goods in bulk, may
opt for boarding at no 12 beacon; however a full pilotage may be imposed at the
Harbourmaster’s discretion.
Pilot boarding will be arranged between vessel and the VTS. It should be noted, and
taken into consideration, that vessels may not be able to give an effective lee when
in the channel at no.12 beacon.
VTS will arrange with the vessel the side and height for placing of the pilot ladder,
and whether the vessel might be expected to have to give the pilot boat a lee.
The master and Pilot shall ensure that all vessels have sufficient water, compared to
their draught, to make passage to their berth, always taking into account any
adjustments for Squat. All vessels will have a minimum clearance under the keel of
10% or 1m whichever is the greater. However, some azipod vessels may require a
greater under keel clearance, as experienced with some cruise liners requiring 1.8m.
If not passing in on arrival, a “pass in” time may be given to the vessel due to
congestion, tidal or any other operational constraints.
Pilot boarding should be as per the THE EMBARKATION AND DISEMBARKATION
OF PILOTS, CODE OF SAFE PRACTICE Revised March 2007.
2.4 Transit to a Vessel Underway
Transit to a vessel will not commence until authorisation is received from the VTS
operator. This will only be given following confirmation that planning has been
performed and all systems will be in place when required. There is a Code of Safe
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Section: 2 Rev No. 02
Title: Pilotage Procedures Issue No. a
Practice: The Embarkation and Disembarkation of Pilots which gives guidance to the
best of safe practice to all those involved in the Pilotage service (12).
During transit the coxswain of the pilot board radios the vessel to:
Confirm the vessel’s required course and speed;
Confirm the side of boarding/disembarking and ensure the ladder is in position
at the appropriate height;
Arrange for a lee to be made available by the vessel.
During outward passage to board the pilot remains inside the cabin until the pilot
boat is at reduced speed and in the lee of the vessel. The pilot also monitors the Port
Control VHF channel while in the cabin to ensure familiarity with other movements in
the area and any change in circumstances that may occur.
When en route to board a vessel the pilot should attempt to evaluate the conduct of
the vessel prior to boarding. This is achieved through assessment of indicators such
as:
Shortcomings in communications and language problems
The vessel’s navigation and signal lights
The condition and rigging of the pilot ladder
In the event of the coxswain considering the approach or holding of position
alongside the vessel unsafe he has the authority to abort the operation.
The pilot has the authority to abort the operation if conditions are such that boarding
is considered unsafe.
2.5 Transit to Berthed Vessel
Transit to a berthed vessel is either by car or pilot boat. During transit the pilot
adheres to the regulations set by the Port of Belfast for all users.
2.6 Embarking/Disembarking a Vessel Underway
VHF communication is maintained between the coxswain and Master of the vessel at
all times during the embarking or disembarking of the vessel.
The weather and sea state conditions are monitored and if conditions are considered
to be unsafe as per the Code of Safe Practice for Marine Pilots (Appendix 14) the
operation is aborted. The pilot boat coxswain and pilot both have the authority to
abort the proposed operation.
Pilot transfer is only performed once a responsible crew member, who is in direct
communication with the ship’s bridge, is stationed at the ladder or point of access to
the ship’s deck.
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Section: 2 Rev No. 02
Title: Pilotage Procedures Issue No. a
If the ladder is not placed in a safe position the Master of the vessel is asked to
reposition it and if required delays the vessel. This event is reported to the Harbour
Master using an IRISM report.
Once pilot transfer is complete the pilot boat moves away from the vessel and the
coxswain radios confirmation to the vessel’s Master.
If for any reason it is not possible to transfer the pilot onboard an inbound vessel, the
vessel is delayed (or contingency measure implemented if vessel is inbound at No.
12) until an alternative course of action is agreed.
A pilot will not leave the vessel until the act of Pilotage is completed and he has the
authorisation of the Master of the vessel.
2.7 Embarking/Disembarking a Berthed Vessel
Prior to embarking/disembarking a berthed vessel the pilot must confirm through the
VTS that the vessel is safely moored.
The pilot must transfer by a proper gangway and at night the pilot should ensure that
suitable lighting is available to embark/disembark safely. If suitable lighting is not
provided this should be reported to the Port Controllers so they can start an IRIMS
report.
2.8 Assessing the Vessel Condition and Standard of Crew
During the Act of Pilotage the pilot will observe the condition of the vessel and the
standard of the crew and report any deficiencies observed to the Port Controllers,
who will start an IRIMS report.
Typically the pilot may observe issues relating to:
General appearance of the vessel;
Efficiencies of the boarding arrangements;
State of bridge and standard of equipment (including a Port of Belfast chart);
Language skills and co-operation of the bridge personnel;
Extent of vessel’s own passage plan;
Number of persons on bridge.
The pilot will decide whether any observations require him to revise his passage plan
before he commences the act of Pilotage.
2.9 Pilot/Master Exchange of Information
Once on the bridge, the pilot confirms the ship’s position, course and speed with the
Master.
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Section: 2 Rev No. 02
Title: Pilotage Procedures Issue No. a
The Port of Belfast Pilot/Master Exchange Form (Appendix 5) is completed and
signed to ensure both parties are aware of the proposed operation. As part of this
process the passage plan (Appendix 6) proposed for the act of Pilotage is reviewed
and agreed by the two parties. This information is also made known to other
personnel on the bridge of the vessel.
The check of passage plan should occur as soon as possible, after boarding vessel
and arriving on the Bridge, so that both Master and Pilot are in agreement. The initial
Pilot/Master exchange should include sighting the Pilot Card, information regarding
navigational procedures, prevailing conditions and practices, and the ship’s
characteristics. This exchange is usually a continuous process and may continue
throughout the act of Pilotage. (A960) “It should be clearly understood that any
passage plan is a basic indication of preferred intention and both the Pilot and
Master should be prepared to depart from it when circumstances so dictate”. (A960).
Minimum support expected for the pilot from the bridge team.
It is important that, upon the pilot boarding the vessel, and before the pilotage
commences, the Pilot, the Master and the bridge personnel are aware of their
respective roles in the safe passage of the ship as detailed by the best practices of
Bridge Resource Management. A clear understanding of who is conducting the shiphandling
manoeuvre, is necessary, with all alterations to engines, bowthruster and
helm to be confirmed verbally. It should be established what abort procedures are
available, and, after the final point of commitment, (Abort Line), what, if any,
contingency plans are available. All communications between the Master and any
other person involved in the manoeuvre are to be in English. (A960).
If during this process it is established that the information from the agent is incorrect
and the pilot is not authorised to conduct the vessel, the vessel will be delayed until
an authorised pilot becomes available. This will be reported using the pro forma
Marine Safety Report form (Appendix 13).
During the passage it is the responsibility of the pilot to keep the bridge team and the
VTS operator informed of this intentions.
2.10 Transiting the Pilotage District
Once in the Pilotage District, the pilot operates under the International Regulations
for Prevention of Collision at Sea.
For a vessel arriving in the Port of Belfast, on nearing the berth the pilot contacts the
boatmen to ensure that they are prepared to moor the vessel. In the event that they
are not available, the vessel’s speed will be reduced to provide sufficient time or the
vessel will be taken alongside the berth if this is considered safe practice. In the
event of a vessel being inbound to No. 12, contingency measures may be
implemented. In either case this event is reported by the VTS using the IRIMS report
and forwarded to the Harbour Master.
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Section: 2 Rev No. 02
Title: Pilotage Procedures Issue No. a
2.11 Berthing and Unberthing
The provision of boatmen is organised by the vessel’s agent in accordance with the
Code of Practice for Boatmen. If the pilot considers that the task has not been
carried out in a safe manner he is required to report this using the Port’s Marine
Safety Report form (Appendix 13) and forwarded to the Harbour Master.
2.12 Working with Tugs
A component of the Pilot’s authorisation process is the level of familiarity with the
operation of tugs. It is the responsibility of the pilot to maintain this knowledge, which
is assessed as part of the Pilotage Exam (Appendix 16).
2.13 Communications
The pilots have a portable radio, which is their main means of communication with
other vessels, services and Port Control. Sound and light signals can also be used
when appropriate. Mobile phones are not to be switched on or used onboard any
vessels, without the authorisation of the master.
2.14 Remote Pilotage
Remote pilotage is not standard practice at the Port of Belfast. If required this is
planned as an unusual operation and formally recorded for auditing purposes.
2.15 Overcarriage of Pilots
Overcarriage of pilots can result when it is considered unsafe to perform a pilot
transfer form an outbound vessel. In this event a review is held between the Harbour
Master, Pilot and Pilot boat coxswain to determine the best course of action, which
will also give consideration to providing cover for the overcarried pilot. All
arrangements for the repatriation of an overcarried pilot are the responsibility of the
ship’s agent. This process is recorded using the pro forma Marine Safety Report
form (Appendix 13).
2.16 Number of Pilots
Almost all vessel entering and departing the Port of Belfast under Pilotage require
one pilot. Any vessel requiring more than one pilot will be considered as an unusual
operation.
2.17 Safety Equipment
The pilots are in possession of:
Approved pilot coat
Light
Portable VHF
Protective shoes and trousers
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Section: 3 Rev No. 02
Title: Anchorages, Prohibited, Recommended, Authorised Issue No. a
3. ANCHORAGES, PROHIBITED, RECOMMENDED,
AUTHORISED
There are no designated anchorages in Belfast Lough. Vessels are free to anchor
anywhere they deem to be safe Eastward of the Harbour limits.
3.1 Gas Pipelines
It must be noted that a gas pipeline crosses the Channel between and just east of
no.9 beacon and no.10 beacon and that any emergency use of the anchor in this
area is prohibited.
3.2 Contingency Plan
Due to shallower water close by to the north, vessels of deeper draught may prefer
to abort their passage inbound by turning to the south before buoys no.3 + 4, limited
by 8.8m below C.D. or before beacons no.5 + 6, dependent on their draught, limited
to 5m below C.D.
When committed to the Channel her contingency planning will be limited. A vessel of
short enough LOA, may be able to turn short round, whereas a vessel of greater
LOA may have to consider going to the Turning Circle to turn.
Tugs are available in the Port of Belfast having various powers, and various periods
of notice.
Prior to the Pilot boarding, the vessel shall have her engines ready for immediate
manoeuvre; her anchors cleared for immediate use and, with Pilot onboard, shall
proceed at a safe speed appropriate to the prevailing circumstances and conditions.
Prior to passing the Fairway Buoy, Pilot and Master shall ensure that the vessel has
Traffic Clearance from the VTS to proceed to its berth. They may ask for a Traffic
Report, for the visibility, wind speed and direction in the harbour and the height of
tide if relevant. If required by the vessel they will also ensure that any tugs assigned
are ready and available and will meet the ship as directed, at No.14 beacon, or, if
deemed necessary, at the Fairway Buoy. It may also be prudent at this time to ask
the VTSO if the berth is clear and if boatmen are ready for the vessel.
As the vessel passes the Fairway Buoy, report the fact to the VTS on channel 12,
the normal working / traffic VHF channel.
If the vessel has a catastrophic failure of propulsion then she may have to consider
for example a running moor, or any other manoeuvre which should lead to a safe
conclusion.
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Section: 3 Rev No. 02
Title: Anchorages, Prohibited, Recommended, Authorised Issue No. a
It must be noted that a gas pipeline crosses the Channel between and just east
of no.9 beacon and no.10 beacon and that any emergency use of the anchor in
this area is prohibited.
Vessels will report inbound at no.12 beacon where they receive a traffic update from
the VTS. Vessels will ensure their speed is reduced appropriately for the passing of
vessels on berths OB4, and VT4 in particular.
Vessels will further report to the VTS when making any unusual manoeuvres.
On approaching the berth vessels will make contact with their boatmen and ensure
that they are ready for their arrival, and that both parties have the same berthing
instructions.
Finally vessels will report to the VTS when made fast alongside her berth.
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Section: 4 Rev No. 02
Title: Areas of special concerns Issue No. a
4. AREAS OF SPECIAL CONCERNS
4.1 Barnett Dock
When approaching Barnett Dock it must be remembered that vessels may
experience a northerly cross current as they approach the cut, especially after heavy
rain, or during the height of the Ebb.
When approaching Barnett Dock it must be remembered that anchors must not be
used until clear of the fiber optic cable across the cut.
4.2 Turning Circle to Richardson Wharf
The Pilot should recommend that if any vessel is turning, with tugs in attendance, in
the vicinity of OB4, or Richardson’s Wharf, or any other berth, where vessels
carrying hazardous cargo in bulk are likely to be berthed, that these tugs be made
fast to that vessel.
4.3 Dangers and Shoals
Vessels whose passage plan places them in the vicinity of the shoals in way of
no.20, no.21, Daisy and M2, or in the vicinity of the shallower water off the SRQ shall
be mindful of the dangers, and inform the Master of the potential interactions that
may be encountered.
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Section: 5 Rev No. 02
Title: Tidal Considerations, Range and Rate Issue No. a
5. TIDAL CONSIDERATIONS, RANGE AND RATE
Table 5-1
Levels of Tides at Belfast
Above Harbour Datum
Feet Metres
Mean High Water, Spring Tides 11.4 3.5
Mean High Water, Neap Tides 9.7 2.9
Mean Low Water, Spring Tides 1.4 0.4
Mean Low Water, Neap Tides 3.5 1.1
Highest Spring Tide on Record:
5 th January 1991 16.07 4.9
Average Range of Tide:
(At Spring Tides) 10.0 3.1
(At Neap Tides) 6.2 1.9
Time of High Water at the full and change of the moon, 10h 35m.
The Tidal current runs at the rate of 0.33 knots on Spring tides, and 0.25 knots on
Neap tides.
Harbour and Ordnance Datum:
Harbour Datum Level of No. 2 Clarendon Dry Dock Sill, which is also Admiralty Chart
Datum.
Ordnance Datum (1958)
6.61 feet (2.0 metres) above Harbour datum
Information taken from Port of Belfast Tide Table 2008
5.1 Fresh/current effect
Currents in the Port of Belfast are estimated to be a maximum of 1 – 1.5 knots.
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Section: 6 Rev No. 02
Title: Tugs Issue No. a
6. TUGS
6.1 Minimum Tug Requirements
Notice to Mariners num. 4 of 2.009.
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Section: 7 Rev No. 02
Title: Notice to Mariners Issue No. a
7. NOTICE TO MARINERS AND STANDING ORDERS
7.1 Notices to Mariners Currently in Force for Belfast
Notices to Mariners currently in force for the Port of Belfast are shown at the Port’s
website www.belfast-harbour.co.uk.
7.2 Standing Orders Currently in Force for Belfast
There is not any Standing Order currently in force for Belfast Harbour.
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Section: 8 Rev No. 02
Title: Belfast Harbour Special Collision Regulations Issue No. a
8. BELFAST HARBOUR SPECIAL COLLISION REGULATIONS
8.1 Reduced Visibility – One way pilotage
When visibility drops below 1 nautical mile activate the foghorns in the area of low
visibility and record this action in the Port Control Log.
If visibility falls or is expected to fall below 0.5 nautical mile contact the duty Deputy
Harbour Master to obtain authorisation to implement a one-way traffic movement
system within the entire channel. Record this action in the Port Control Log.
Implement the one-way system with a Securité Broadcast, inform affected vessels
and organise traffic accordingly. Pilot boats and tugs are exempt from complying with
one way system whilst in force. However, these vessels shall proceed at a safe
speed adapted to the prevailing circumstances and conditions of restricted visibility,
and comply with the Collision Regs in particular Rule 19.
Other adverse conditions are considered on a case-by-case basis and the
appropriate measures are implemented based on the instruction of the Harbour
Master.
8.2 Towage procedure in reduced visibility
Towage is only to be undertaken when visibility is greater than 0.5 miles, and it is not
decreasing.
If visibility reduces below 0.5 miles after the operation has been started, the vessel
must be slowed to minimum safe speed, other vessel movements are to be
suspended and towage must be re-assessed between the Master, Pilot and Tug
Master. VTS/Harbour Master must be advised of proposed towage attachments and
intended actions.
A contingency plan should be discussed between Master and Pilot prior to entering
the port during the Master/Pilot exchange, which should include named free berths
which are suitable for that size of vessel. These berths should allow 24 hour access
to boatmen.
No act of Pilotage requiring tugs to be undertaken in reduced visibility, without a full
discussion with the tugs, as per the Tug Company’s Operational Guidelines. It is
recommended that, in conditions of reduced visibility, the forward tug only be made
fast in Push/Pull mode to prevent overrunning it.
8.3 Channel Priorities
Passenger vessels will be deemed to be vessels operated with the following
categories: Seacats, Stena Conventional, Stena HSS, Norfolkline, cruise
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Section: 8 Rev No. 02
Title: Belfast Harbour Special Collision Regulations Issue No. a
liners, but not vessels carrying less than 12 passengers with no Passenger
Certificate.
All passenger vessels have priority on arrival or sailing under normal
conditions.
When two passenger vessels have priority then vessel on schedule or closest
after schedule will have priority over the other passenger vessel under normal
conditions. Priority will hold past scheduled time until next scheduled vessel
is likely to be affected, then priority ceases and goes to second vessel.
Conventional ferries can be overtaken within port limits by fast ferries.
Fast Ferries passing each other within port limits will do so at a prudent
speed, consistent with safety of vessel and passengers.
Fast Ferries will not attempt to overtake other Fast Ferries unless agreement
has been reached with the Fast Ferry to be overtaken and Port Control has
been informed of the intended manoeuvre.
All passenger vessels will agree passing or overtaking procedure with each
other prior to execution of manoeuvre.
All passenger vessels will communicate with Port Control when entering or
leaving port limits and at No 12 beacon. On arrival they will indicate their
expected swinging area when passing No 12 beacon. On departure they will
give 20 minutes and 5 minutes notice of their intent to sail. All passenger
vessels will keep constant listening watch on Channel 12 to receive shipping
information relating to themselves or other vessels.
All passenger vessels, when occupying an operational berth, will provide Port
Control with means of communication to a responsible officer at all times.
All passenger vessels may pass or overtake tankers in port waters with due
regard to safety of navigation.
A vessel not operating as a passenger ship can overtake a gas carrier.
Gas carriers will only be allowed to pass passenger vessels when
circumstances indicate that unreasonable delay would result from any other
planned movement.
Priorities for passenger vessels will be maintained whenever practicable in
poor weather but safety of navigation is paramount. In fog, port operations
may apply a one way system for shipping movements. Passenger vessels
will have priority in such a system. In strong winds passenger vessel at
greatest risk will have priority over all other vessels.
The Harbour Master may temporarily suspend or amend any of these
directions from time to time, without notice, as, in his opinion, may be
necessary.”
Vessels are not permitted to pass or overtake in Herdman or Musgrave
Channels.
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Section: 9 Rev No. 02
Title: Passage Plans Issue No. a
9. PASSAGE PLANS
9.1 Introduction
Passage Plans should be formalised for each channel, approach and berth
(Appendix 7), in certain simple cases it should give general guidance for any entry
into Belfast, in other cases elaborated for particular berths, ships sizes, cargoes,
conditions, tidal constraints, tug allocation, etc.. Particular attention should be paid to
critical port movements i.e. deep drafted vessels to particular berths and awkward
construction that use Belfast Harbour such as Rig movements.
Passage plans are not immutable. It is important not to restrict the pilots need to
react to unforeseen circumstances, deviations from an agreed plan should be
discussed with the master and VTS when relevant and recorded with reasons,
records need to be kept and simple documents completed by the pilot.
As part of the passage plan the following points must be checked:
• The vessel has sufficient water to transit to the berth.
• There are any diving operations in the port, or any other ongoing operations,
which might impact on the passage plan.
• There any current local Notices to Mariners relevant to the passage.
• There any other vessels that might be relevant to the passage, as on VT1- 4,
OB4, RW, SRQ, or on adjacent berths to the assigned berth.
• Confirmation from the VTSO that the assigned berth is clear and that there is
sufficient room for tugs, if assisting, to manoeuvre.
• All participants (e.g. Master, crew, VTS, tug Skippers and boatmen) know
what is expected of them in carrying out the Passage Plan.
• If the Passage needs a special Risk Assessment.
• Considering a special movement as “Any port movement which requires
resources beyond those normally available within the port and/or a cargo or
vessel, which due to its nature, posses a higher risk than normally managed”.
All Special Movements require a meeting between all parties involved to
clarify all aspects of the Passage Plan and complete operation.
9.2 Re-assessing the Plan
During the act of Pilotage itself (enroute to vessel and while on board) it is the
responsibility of the pilot to review the preparations and Pilotage plan on an ongoing
basis to ascertain if any amendments are necessary.
If a deviation from the plan is considered VTS are to be informed and circumstances
recorded.
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Section: 10 Rev No. 02
Title: Pilot Roster Pattern Issue No. a
10. PILOT ROSTER PATTERN
The Port of Belfast Pilot roster plan has been established per contractual agreement
as follows:
There must always be two pilots available.
Third pilot available by prior two hours notice.
Fourth pilot available by prior 24 hours notice.
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Section: 11 Rev No. 02
Title: Promulgation of Pilotage Information Issue No. a
11. PROMULGATION OF PILOTAGE INFORMATION
The following mechanisms are used to increase awareness and improve
communications between the Harbour and its users:
Harbour Directions
Standing orders
Notices to Mariners
ALRS
Marine publications
Newsletter
Advisory Committees
Port website
User groups
Clubs
The Pilotage directions are circulated through the ALRS and are available on the
Internet. In addition the directions are issued to all the agents and are available on
request from Port Operations.
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Section: 12 Rev No. 02
Title: Authorisation of Pilots Issue No. a
12. AUTHORISATION OF PILOTS
A contract for services exists between Belfast Harbour Commissioners and Belfast
Lough Pilotage Services Limited and details all aspects of recruitment policy.
The Port of Belfast has strict procedures governing the authorisation of Pilots to
ensure they are competent for their Pilotage duties. The authorities may determine
the qualification in respect of age, physical fitness, time of service, local knowledge,
skill, character and otherwise to be required from persons applying for authorisation
and provide for the examination of such persons.
Authorities should have procedures for re-validating authorisations not less than
every 5 years and should consider re-assessing any authorised pilot who has not
been active for any reason if it considers competence may be in question, authorities
should not allow pilot authorisations to be held by persons who have not been
rostered as a working pilot for more than two years.
The Harbour Master maintains a list (Appendix 8) of the restrictions applied to any
pilots operating within the Port of Belfast, which is also recorded on the individual
pilot cards and at Port Control.
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Section: 12 Rev No. 02
Title: Authorisation of Pilots Issue No. a
12.1 Standard Pilot Authorisation (Copy)
BELFAST HARBOUR COMMISSIONERS
The Belfast Harbour Commissioners, as the Competent Harbour Authority for the
Port of Belfast and its approaches, in pursuance, and by virtue of, the powers given
them for that purpose in and by the Pilotage Act 1987, hereby authorise:
…………………………………………………………………………
to act as a 1 st / 2 nd / 3 rd Class Pilot for the Port of Belfast and its approaches.
Signed ………………………………… Date of Issue ……………………………….
Harbour Master
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Section: 12 Rev No. 02
Title: Authorisation of Pilots Issue No. a
12.2 Terms and Conditions of which an Authorisation is made
BELFAST HARBOUR COMMISSIONERS
BELFAST PILOTAGE AREA – AUTHORISATION OF PILOTS
Terms and conditions on which an offer of authorisation is made
An applicant to be authorised as a pilot for the port of Belfast and its approaches
shall agree to be bound by the following terms and conditions:
1. That he shall be admitted to membership of Belfast Lough Pilotage Services
Limited.
2. That he shall reside in a location as being suitable to enable him to attend to his
Duties.
3. That, save as may happen in exceptional circumstances, he shall, so as far as
practicable, take his turn for the pilotage of vessels in accordance with the Working
Rules and according to his class.
4. That, if for any reason, he shall have been boarded on a vessel requiring a pilot of
a superior class; he shall take all steps immediately to advise VTS so that they might
effect a suitable relief.
5. He shall at all times, conduct himself respectfully towards any person who
requires or accepts his services, and shall not use abusive or improper language to
any such person, to any representative of the CHA or to any other pilot and conduct
himself when on duty so as not to bring the pilotage service into disrepute.
6. That he shall not, without any valid reason assigned, fail to join a ship to which he
has been appointed; and that he shall not be intoxicated either when he is required
for duty or when he is on duty.
7. He shall on all occasions whenever an accident or incident has happened to, or
been caused by a vessel while in his charge, report the facts fully and truthfully in
writing, if possible not later than 24 hours following the accident or incident, on the
prescribed form to the Harbour Master.
8. That he shall, having observed that a wreck or alteration in a sand bank or
channel has occurred, or that a wreck marking vessel, light ship, light float, buoy,
beacon or perches has been driven away or damaged, or that anything is out of
place or is likely to affect the safety of navigation, report the same as soon as
possible to VTS.
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Section: 12 Rev No. 02
Title: Authorisation of Pilots Issue No. a
9. That he will hold a valid Medical Certificate (ENG1) and Class 1 unlimited
(STCW95)
10. That he will not wilfully damage any property belonging to the CHA or its
customers that he will take precautions to ensure his own safety while carrying out
his pilotage duties.
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Section: 13 Rev No. 02
Title: Training Examination and Recruitment Issue No. a
13. TRAINING EXAMINATION AND RECRUITMENT
13.1 Pilot Authorisation Procedure
13.1.1 Pilot Restrictions
The following Pilot restrictions apply within Belfast:
(a) A Third Class Pilot may only pilot vessels not exceeding 2000 gross tonnes
(GT)
(b) A Second Class Pilot may only pilot vessels not exceeding 4500 GT
(c) A First Class Pilot may only:
i). During the first 6 months, vessels not exceeding 8000 GT
ii). During the second 6 months, vessels not exceeding 12000 GT
iii). During the third 6 months, vessels not exceeding 20000 GT
(d) After 18 months as a First Class Pilot a pilot may pilot vessels of any size
anywhere within the ports limits.
13.1.2 Pilot Induction
The Pilot probationary period will be not greater than 6 months, length of training will
vary depending on experience and progression of the candidate, but the period will
not be less than 3 months. At the start of this period the probationary pilot receives
an induction interview to support his progression to a Class 1 pilot.
The induction interview includes the following information:
An overview of the port with Channels, navigational aids, depths and critical
measurements present;
Details of working vessels within the port;
Details of the Pilots responsibilities;
Occupational standard and other relevant legislation;
Details of the port Byelaws, Directions, Standing Orders, Codes of Practice
and Guidelines;
Port Operations Manual;
VTS induction and training;
Pro forma Marine Safety Report;
Port Emergency Plans;
Port Passage Plan and Pilot boarding book;
Safety gear and equipment, with briefing on use of equipment;
Details on the requirements for progressing through the Classes;
A Pilots logbook;
Blank tripping certificates;
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Section: 13 Rev No. 02
Title: Training Examination and Recruitment Issue No. a
Checklist for submission to the examination panel during the first exam.
A familiarisation with Belfast Harbour`s Safety Officer will precede any training. This
will include familiarisation with the Pilot boats and an emergency man overboard drill
(wet drill) using the dummy and pilot boat retrieval gear. Familiarisation with a pilot
coat to include pre-donning checks and personal checks.
13.1.3 Pilots Progression
Any Pilot wishing to progress through the stages of probationary, Third Class,
Second Class and First Class Pilot must pass an examination at each stage.
13.1.4 Progression to a Class 3 Pilot
To progress to a Third Class Pilot following the probationary period, a probationary
Pilot must pass an examination which is held by the Harbour Master or Deputy
Harbour Master and attended by a First Class Pilot.
At the examination the probationary Pilot shall produce certificates signed by a First
Class Pilot certifying that during his training he has accompanied a First Class Pilot
on a minimum of 100 movements with the following breakdown:
A minimum of 50% of the movements were performed each in daylight
and darkness;
At least 60% of movements were inward and 25 outward bound;
A minimum of 25% of movements were carried out in each channel;
There was a minimum of 5 vessel shifts;
A minimum of 10% of the movements were carried out with tug/workboat
assistance;
A minimum of 24 hours familiarisation in the V.T.S.
The trainee pilot is advised to gain experience to all berths and with all
pilots to maximise his general knowledge;
The trainee pilot will be expected to be familiar with:
­ Port Marine Safety Code
­ E.T.C.S. Training Code and Guidelines
­ The Guide to Good Practice
­ The C.H.A.`s Marine Safety Management System
­ The C.H.A.`s Emergency Procedure Guide
­ Pilotage Operations Manual
­ Knowledge of the Port of Belfast`s website and information
available
­ Survey information for the Port of Belfast
­ Pilotage and Law
In addition, the checklist from the induction pack must be completed and signed to
certify that the probationary Pilot has met all the additional requirements to progress
to a Class 3 Pilot.
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Section: 13 Rev No. 02
Title: Training Examination and Recruitment Issue No. a
On completion of training the candidate will give 7 days notice of readiness to Belfast
Harbour Commissioners and Belfast Harbour Pilots Limited. An examination date
will then be set by mutual consent.
Prior to giving notice of readiness for examination the trainee pilot will perform a
minimum of 6 acts of pilotage under the supervision of an unlimited tonnage Pilot.
The Pilot will monitor and examine the candidate’s performance. Where possible,
the acts should be performed on the class of vessel relevant to his intended
authorisation. These acts will involve:
Inward bound vessel
A swinging manoeuvre
Manoeuvring in darkness
Backing up
Manoeuvring on a conventional ship
A shift
If successful the candidate will be duly authorised by the C.H.A. He/she will be
offered a commencement date with Belfast Pilots, as soon possible after
examination. He/she will also join the Belfast Pilots Co-operative.
13.1.5 Progression to a Class 2 Pilot
To progress to a Second Class Pilot a Third Class Pilot must pass an examination
which is held by the Harbour Master or Deputy Harbour Master and attended by a
First Class Pilot.
At the examination the Third Class Pilot shall produce certificates signed by First
Class Pilots certifying that during the 6 months immediately preceding the
examination he has accompanied a First Class Pilots as follows:
On 6 occasions when a vessel has been piloted in the Herdman Channel and
assisted by tugs (3 inward and 3 outward);
On 6 occasions when a vessel has been piloted in the Victoria Channel and
South of the turning circle and assisted by tugs (3 inward and 3 outward);
On 6 occasions when a vessel has been piloted in the Musgrave Channel and
assisted by tugs (3 inward and 3 outward)
Each certificate produced at the exam shall state that the pilot for examination has
been with the Pilot in charge of the vessel, and has heard his directions and noted
the carrying out of operations.
He shall also produce certificates signed by First Class Pilots that, during the
previous six months he has piloted 6 vessels of the size exceeding 2000 GT under
their supervision and to their satisfaction. Of these 6 movements, 3 are required to
be inbound and 3 outbound. In addition, where possible each of the 3 channels will
have been piloted under supervision.
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Section: 13 Rev No. 02
Title: Training Examination and Recruitment Issue No. a
13.1.6 Progression to a Class 1 Pilot
To progress to a First Class Pilot a Second Class Pilot must pass an examination
which is held by the Harbour Master or Deputy Harbour Master and attended by a
First Class Pilot.
At the examination, the Second Class Pilot shall produce certificates signed by First
Class Pilots certifying that during the 6 months immediately preceding the
examination he has accompanied a First Class Pilots as follows:
On 2 occasions when a vessel with draught of 7.5m or over has been piloted in
Herdman Channel;
On 2 occasions when a vessel with draught of 7.5m or over has been piloted
South of the turning circle;
On 2 occasions when a vessel with draught of 7.5m or over has been piloted in
the Musgrave Channel;
On 2 occasions when a vessel with draught of 9.0m or over has been piloted in
the Victoria channel seaward of the turning circle;
He shall also produce certificates signed by First Class Pilots that, during the
previous six months he has piloted 6 vessels of size exceeding 4500 GT under their
supervision and to their satisfaction. Of these 6 movements, 3 are required to be
inbound and 3 outbound. In addition, where possible each of the 3 channels will
have been piloted under supervision.
13.1.7 Progression to an Unlimited Class 1 level
As a First Class Pilot the following restrictions apply:
During the first 6 months, vessels not exceeding 8000 GT
During the second 6 months, vessels not exceeding 12000 GT
During the third 6 months, vessels not exceeding 20000 GT
After 18 months as a First Class Pilot a pilot becomes an Unlimited First Class Pilot
and may pilot vessels of any size anywhere with the ports limits with the following
exceptions:
Oil rigs transiting the port as a lead pilot
Two pilot vessels as a lead pilot
A pilot who has acted as a 2 nd pilot on each of the examples above will be
assumed authorised to pilot specialist ships of these types.
The First Class Pilot is assessed every 5 years for renewal of his classification.
There will be a triennial review of all the Pilots consisting in a trip with the Harbour
Master or the Deputy Habour Master on board to check the preparation of the Pilot
Job (Appendix 15)
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Section: 13 Rev No. 02
Title: Training Examination and Recruitment Issue No. a
13.1.8 Re-assessing Pilots
Pilots can be re-assessed at any time at the request of the Harbour Master. This
may follow an extended period out of service or following an incident at the port.
13.1.9 Re-sitting Examinations
If a Pilot fails any of the examinations or fails to produce the certificates required to
progress to the next Class, it will be the responsibility of the examination board to
determine the optimal course of action and will be documented within the
examination records.
13.2 Examination Criteria
Belfast Harbour Commissioners Syllabus for marine pilot training is based on the
national occupational standards for marine pilots, which is divided into nine units
(Appendix 16).
The BHC examination criteria are as follows:
1. Planning an act of pilotage
2. Embarking and dis-embarking.
3. Assessing standards on the piloted vessel.
4. Co-operating with the bridge team and functioning within it.
5. Liaising and communicating within the port.
6. Transiting the pilotage district.
7. Manoeuvring vessels in harbours and their approaches.
8. Reacting and responding to problems and emergency situations.
9. Managing personal and professional conduct and development.
10. Knowledge of Belfast Harbour Commissioners Marine Safety Management
System.
11. Pilotage and the law.
General Knowledge is required of the following pertaining to Belfast:
1. Lights.
2. Courses and distances.
3. Fog signals.
4. General widths for swinging.
5. Dry-docks sizes and features.
6. Contour lines 5 metre and 10 metre.
7. Channel depths within the harbour.
8. Berth depths.
9. Layout of the port (door & bollard numbers and distances between bollards).
10. Fendering in the harbour.
11. VHF Channels used in the harbour.
12. Notice to Mariners & Standing Orders.
13. BHC MSMS & PMSC, Emergency Plans and Procedures.
14. Knowledge of Port Bye-laws, Directions, and Code of Practices/Guidelines.
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Section: 13 Rev No. 02
Title: Training Examination and Recruitment Issue No. a
15. Piloting – Check and Observation.
i). Prior to leaving the pilot station to pilot inward vessel.
ii). Approaching the vessel on pilot launch.
iii). Boarding the vessel.
iv). Having boarded the vessel – Pilot/Master interchange.
v). Procedure inwards.
vi). Approaching the berth.
16. Types of Anchors.
17. Types of rudders including transverse thrust.
18. Use of tugs and mooring/line boats.
13.3 Examination Board
The Examination panel will consist of the Harbour Master and/or Deputy Harbour
Master and a representative of Belfast Harbour Pilots Limited.
13.4 Ongoing Training Identification/Continued Competence
It may be the case, following a Risk Assessment, that a pilot would be required to
undergo specialised training.
The number of pilots required to attend and the nature of training will be decided
after consultation between the pilots and the Harbour Authority.
13.4.1 Simulators
Simulator training is available at approved Nautical Colleges, which could be used
for class progression, risk assessment and continued competence.
13.5 Recruitment
Recruitment as per current Belfast Harbour Commissioners and Belfast Lough
Pilotage Services Limited Agreement.
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Section: 14 Rev No. 02
Title: Pilot Exemption Certificate Issue No. a
14. PILOT EXEMPTION CERTIFICATE
14.1 Pilot Exemption Certificate Procedure
The following procedure should be followed when applying for a PEC:-
Candidate to be provided with a PEC pack (including Appendix 9).
(Which can be collected from Port Operations Tel: 028 90553014)
Candidate to visit harbour prior to examination to set date and discuss
requirements for the examination.
(Appointment required)
Prior to arranging for examination date the following must be
completed:
(i)
(ii)
(iii)
(iv)
Qualifying trips
Harbour familiarisation trip
Tug familiarisation trip
Proof trip with harbour pilot
Documents to be supplied before examination:
(i) Valid Medical
(ii) Valid Certificate of Competency
(iii) Letter of suitability from employer
(iv) Tripping log (Appendix 11)
(Form available from harbour)
Contact Port Operations to arrange an examination date giving at least
one week notice.
Confirm examination with Port Operations 24 hours prior.
The whole procedure is recorded in the Pilotage Exemption Certificate Checklist
(Appendix 10).
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Section: 14 Rev No. 02
Title: Pilot Exemption Certificate Issue No. a
14.2 Management of PECs
I. A Pilot Exemption Certificate for the Port of Belfast may be granted by the
Belfast Harbour Commissioners (hereinafter referred to as the Authority) to a
person who is the bona fide master or chief mate of a ship, provided he satisfies
the following criteria:
1. He produces records endorsed by the Master or Senior Master of the vessel
showing that he has made at least 6 inwards and 6 voyages outwards within
the 12-month period prior to his application. The following conditions apply:
a. The trips must not all be performed in a one month period;
b. 8 trips must be in the 6 months prior to the application;
c. A First Class Pilot must attend one trip and a report issued;
d. It is preferable for 25% of the trips to be in darkness.
2. He produces written assurance satisfactory to the Authority from the owner of
the ship or ships that they have found him to be competent. This is also to be
supported by details on the time he has been with the company and been
Master or Chief Mate of the ship(s). A copy of his resume is also required and
details of other PEC’s held.
3. He holds a certificate of competency from an Authority recognised by the
International Maritime Organisation entitling him to act as Master or Chief
Mate of such a ship.
4. He has a reasonable command of English.
5. He produces a medical certificate acceptable to the Authority that he is of
sound health.
6. He has undertaken a boat trip to familiarise himself with the port and visited
the Operations room to become familiar with VTS operations.
7. He is familiar with towage services if it is likely that he may require these
services within the Port (tugs or workboats).
8. He passes the PEC exam before the Harbour Master or appropriate
representative and a First Class Pilot.
II. Pilot Certificates granted shall not continue in force beyond the 31 st of July
following the date of the certificate. The certificate may be renewed annually on
the 1 st of August provided that the Certificated Officer has made at least 12 trips
within the Port of Belfast within 12 months preceding the expiry of his
Certificate. The same conditions apply to these trips as listed under point I, III,
IV and VI.
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Section: 14 Rev No. 02
Title: Pilot Exemption Certificate Issue No. a
III. A Pilotage Certificate shall not be renewed without re-examination unless
application for renewal is made within one month of the expiry of the Certificate.
In any event each PEC holder will be reassessed every 5 years.
IV. Pilot Exemption Certificates may be suspended if the holder is found to have
performed an act of negligence, incompetence or misconduct. Before doing so,
prior written warning of the suspension or revocation will be given, as will the
right to make representation.
V. If an applicant fails to meet the standards set by the examination panel (more
than two marks failed), the PEC will not be issued and a time period will be set
whereby the applicant may not reapply.
VI. A list of the PEC holders will be kept at the VTS and it will be reviewed
annually.
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Section: 14 Rev No. 02
Title: Pilot Exemption Certificate Issue No. a
14.2.1 Contributions from Masters and Mates
The owner of every vessel, the Master or Mate of which for the time being holds a
Pilotage Certificate, shall on every occasion that such Master or Mate shall navigate
his vessel within the limits of the Port pay to the Authority 20 per cent of the Pilotage
Dues which would have been payable in the Port, if the Master or Mate had not held
a Pilotage Certificate, up to a maximum of 200 acts. No such contribution shall be
payable in respect of such vessels moving within the Inner Harbour for the purpose
of changing from one berth to another berth or of being taken into or out of any Dry
Dock.
14.2.2 Monthly Returns by Masters and Mates
A Certified Officer shall within fourteen days next after the expiry of each calendar
month, make a return in writing to the Harbour Master of the occasions during the
calendar month immediately preceding on which he shall have navigated vessels
within the limits of the Port with the names and all needful particulars of the vessels
so navigated. To facilitate the making of these returns pre-printed forms are available
from the Harbour Office.
14.2.3 Charges for Pilotage Exemption Certificates as per BHC Schedule of Charges
book.
Any Certificated Officer who has lost his Certificate shall forthwith give notice thereof
to the Harbour Master stating the circumstances under which the Certificate was lost
and the Harbour Master may, if he thinks fit, issue to such Certificated Officer a
duplicate certificate.
14.2.4 Accident or Damage
A Certified Officer, if any accident or damage has happened to or been caused by a
vessel in his charge whilst within the limits of the Port shall as soon as practicable
report the facts in writing to the Harbour Master.
14.2.5 Reporting
A Certified Officer who shall observe any alteration in any of the banks or channels,
or that any buoys, beacons or perches have been driven away, broken down,
damaged, or are out of place, or any circumstance affecting the safety of navigation
shall, as soon as practicable, report the fact to the Harbour Master.
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Section: 14 Rev No. 02
Title: Pilot Exemption Certificate Issue No. a
14.2.6 Examination Criteria
An exam (Appendix 12) will take place after checking the ticket validity, the
acceptable medical fitness certificate and the discharge book to prove that the
candidate is Master or Mate on vessel.
General Knowledge is required of the following:
1. Knowledge of vessel.
1.1. LOA
1.2. Draft
1.3. Thrusters
1.4. Any unusual manoeuvring characteristics.
1.5. Air draft (if applicable).
1.6. Description of usual berth.
2. Entry requirements for arrival at Belfast.
2.1. Reporting procedures, ETA, dangerous goods, defects.
2.2. ISPS.
2.3. Notice to Mariners.
2.4. Knowledge of MSMS and its implications.
2.5. Waste
2.6. Passage plan (Appendix 6).
3. Arrival into Lough. Lights (Appendix 9), anchor positions, other traffic.
3.1. Transit into harbour giving lights on one side of channel.
3.2. Navigation marks number 5 and 9.
3.3. Courses and distances.
3.4. Lights in the turning circle.
3.5. And one channel to the South.
3.6. One-way system. What is it? When?
3.7. Gas pipeline and Contingency Plan.
3.8. Turning circle sizes.
4. Traffic knowledge, Ferries and Berths (Appendix 2).
4.1. Dry docks.
4.2. Alternative berths and port geography.
4.3. Tide ranges, rates, fresh effect.
4.4. Reduced visibility.
5. Pilots manoeuvring questions.
5.1. Shifting to lay-by berth.
6. Channel priorities.
6.1. Areas of special concern; Barnett’s cut, Richardson Wharf (acid).
7. Tugs and boats available for use.
7.1. Fending differences.
8. Departure procedure.
9. PEC requirements for reporting defects, alterations, dangerous occurrences.
10. Blind pilotage and bridge manning.
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Section: 14 Rev No. 02
Title: Pilot Exemption Certificate Issue No. a
There can be some other questions from pilots, after what the candidate will be
excused so the decision can be make.
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Section: 15 Rev No. 02
Title: Accident / Incident Report Issue No. a
15. ACCIDENT/INCIDENT REPORT
Reporting of any accidents, incidents or observations is made by anyone involved in
the act of Pilotage including the:
Pilot
Bridge crew
Tug crew
Boatmen
VTS operator
Any report is made on the Port’s pro forma Marine Safety Report form (Appendix 13)
and submitted to the Harbour Master. It is the responsibility of the Harbour Master to
follow this up to an appropriate level, which is recorded on an IRIMS Report.
15.1 Procedures
In the event of an accident or incident the Harbour Master should be informed via the
VTS either by VHF or telephone. Within 24 hours, a written report will be forwarded
to the Harbour Master.
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E-MAIL
E-MAIL
Section: 15 Rev No. 02
Title: Accident / Incident Report Issue No. a
15.2 Marine Accident Investigation Process
MARINE ACCIDENT INVESTIGATION
VTS
INCIDENT
OBSERVED
OR
REPORTED
OPEN IRIMS FORM
DHM
INITIAL
INVESTIGATION
INTO EVENT
TRIVIAL
SIGNIFICANT
CLOSE OUT WITH
COMMENTS
MAIB
MCA
EHS
POLREP
COLLECT
STATEMENTS AND
RECOMMEND
ACTIONS
MONITOR
MSMS
CLOSE
OUT
HM
MONITOR
PROGRESS &
INFORM SEC /
OPERATIONS
DIRECTOR &
STAKEHOLDERS
AGREES CLOSE
OUT ACTION
CLOSE OUT
SIGNIFICANT
SEC
REVIEW &
MONITOR
PROGRESS
CONFIRM
CLOSE OUT
PORT
OPS
CONFIRM
DETAILS /
IRIMS FORM
COMPLETE
CLOSE OUT &
CONFIRM
RECORDS /
MSMS UPDATES
Figure 15-1 Marine Accident Investigation
Doc:
Date: 08.01.09 Page: 39
MSMS-Pilotage Manual

Section: 16 Rev No. 02
Title: Performance Monitoring and System Audit Issue No. a
16. PERFORMANCE MONITORING AND SYSTEM AUDIT
Details of the performance monitoring and system audit procedures adopted by the
Port of Belfast are provided by the Health and Safety Department. The audit process
will include an assessment of whether the procedures documented in this manual
are being carried out in the appropriate manner and any deviations/failings will be
documented.
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Section: Front cover Rev No. 02
Title: Appendixes Issue No. a
APPENDIXES
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Section: Appendix 1 Rev No. 02
Title: Pilotage Directions Issue No. a
1. Pilotage Directions
These Pilotage Directions are laid down by Belfast Harbour Commissioners in the
pursuance of their obligations under section 7 of the Pilotage Act 1987 to provide
pilotage in the Port of Belfast and its approaches.
1.1 Limit of Compulsory Pilotage Area
1 Compulsory pilotage will apply to all ships navigating inside the port limits,
i.e. inside a line joining Grey Point and Carrickfergus Castle, subject to the
following exemptions:
a) Ships less than 75 m in overall length;
b) Ships under 75 m and above, but under 100 m in overall length
navigating in the outer harbour, i.e. seaward of No 12 beacon;
c) H M ships and foreign warships;
d) General Lighthouse Authority tenders;
e) Ships that are moving from one berth to another within a dock or within
the same channel
f) Ships navigating to or from Carrickfergus Harbour
2 The exemption contained in sub-sections 1(a) and (b) will not apply to:
a) Ships with a Passenger Certificate
b) Ships carrying hazardous cargoes in bulk
c) Ships in ballast that are not gas free
d) Ships not fitted with a working radar installation when due to fog mist
falling snow or heavy rainstorm or any other similar causes, visibility is
less than 2.5 cables.
e) Ships or their tows, if any, having one of the following defects:-
i. Are unseaworthy in any respect, or
ii. Have defects to main engine, steering gear, or auxiliary
machinery which may affect the manoeuvring of the ship, or
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Section: Appendix 1 Rev No. 02
Title: Pilotage Directions Issue No. a
iii. Have inoperable capstan, windlass, mooring winches or anchors
that are not cleared or ready for user, or
iv. Have a list of over 5 degrees or are excessively out of trim, or
v. Have any hull or machinery damage which may effect the safety
of the ship or the containment or safety of the cargo or bunkers
3 The Harbour Master may temporarily suspend any of these directions
from time to time, without notice, as in his opinion, may be necessary.
1.2 Pilotage Requirements
Any commercial operation carrying passengers will be covered by Pilotage
Regulations.
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Section: Appendix 2 Rev No. 02
Title: Navigation Channels & Berths in the Port of Belfast Issue No. a
2. Navigation Channels & Berths in the Port of Belfast
2.1 Introduction
This section presents an overview of the navigation channels and berths in the Port
of Belfast. Information is presented on the depths of the channels, lengths and
depths of berths as well as the widths of dock entrances and turning circles.
2.2 Navigation Channels & Berths
The maintained depths in each of the channels are summarised as follows:
Fairway Buoy to Oil Berth 4: 9.1m
Oil Berth 4 to South end of Stormont Wharf: 8.7m
South end Stormont Wharf to Barnet Dock: 6.4m
Barnett Dock to Southern Limit of Port: 5.5m
Herdman Channel: 7.3m
Musgrave Channel: 7.3m
Details of each of the berths within the respective channels in the Port of Belfast are
presented in the following tables:
Table 2-1
Berths Located Within Victoria Channel
Name of Berth Type Length Depth
Oil Berth 4 Liquid Bulk 74m 11.3m
Victoria Terminal 1 (VT1) RO-RO 155m 7.9m
Victoria Terminal 2 (VT2) RO-RO 190m 7.9m
Victoria Terminal 3 (VT3) Container 375m 9.0m
Victoria Terminal 4 (VT4) North Ferries 200m 6.0m
Victoria Terminal 4 (VT4) South Ferries 150m 6.0m
West Twin Wharf Dry Bulk 212m 10.2m
York Dock 1 Container/General 225m 7.3m
Donegal Quay 1,2 & 3 Non-Commercial 5.5m
Donegal Quay 4 RO-RO 137m 5.5m
Donegal Quay 5 RO-RO 120m 5.5m
Stormont Wharf N, C & S Dry Bulk/General 580m 10.2m
Barnet Dock 1 Lay-by 90m 4.0m
Barnett Dock 2 Dry Bulk 187.5m 8.5m
Albert Quay Ferries 350m 5.5m
Ballast Quay Ferries 100m 5.8m
York Dock 1 Steel 237.5m 7.3m
York Dock A Tugs & plant (N) & Lay-by (S) 225m 7.3m
Queens Quay Non-Commercial 250m 5.5m
Ship Repair Quay Ship repair 430m 8.6m
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Section: Appendix 2 Rev No. 02
Title: Navigation Channels & Berths in the Port of Belfast Issue No. a
Milewater Basin Pilot boats/harbour boat 50m 4.0m
Abercorn Basin Construction /miscellaneous 190m 2.0/3.0m
Table 2-2
Berths Located Within Herdman Channel
Name of Berth Type Length Depth
Richardson Wharf Dry Bulk/Liquid bulk 152m 8.5m
Pollock Dock 5 Dry Bulk 130m 8.5m
Pollock Dock 6 Liquid Bulk/General 177m 8.5m
Pollock Dock 7 Container/General 122m 8.5m
Pollock Dock 8 Lay-by Berth 38m 8.5m
Pollock Dock B Dry Bulk/General 171m 8.5m
Pollock Dock C Dry Bulk 152m 8.5m
Pollock Dock D Dry Bulk/General 97m 8.5m
Herdman Channel West RO-RO 267m 7.9m
Gotto Wharf 1 Dry Bulk/General/Boatmen 90m 6.4m
Gotto Wharf Dry Bulk/General 438m 8.5m
Sinclair Wharf Bulk 373m 8.5m
Herdman Channel A Dry Bulk 124m 7.0m
Divis Berth Boatmen Berth 93m 4.5m
Table 2-3
Berths Located Within Musgrave Channel
Name of Berth Type Length Depth
Musgrave Scrap Wharf Dry Bulk 78m 8.5m
Oil berth 1 Liquid Bulk 62m 8.5m
Oil berth 2 Liquid Bulk 69m 8.5m
Oil berth 3 Liquid Bulk 136m 8.5m
Navy Berth Naval vessels N/A 7.3m
Outfit Quay Harlands Shipbuilding 220m 8.5m
Steel Delivery Wharf Dry Bulk 107m 6.4m
There are also a number of dry docks located within the Harbour, which includes the
Harland and Wolff shipbuilding dock. The following table presents an overview of the
dry docks within Belfast Harbour.
Table 2-4
Dry Docks Located in Port of Belfast
Dry Dock
Normal
Length
Channel Width Extended
Length
Belfast 335m Victoria 50m N/A
Clarendon Dry Dock No. 1 72m N/A 8.15m N/A
Clarendon Dry Dock No. 2 87m N/A 10.4m N/A
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Section: Appendix 2 Rev No. 02
Title: Navigation Channels & Berths in the Port of Belfast Issue No. a
Harland & Wolff Shipbuilding Dock 556m Musgrave 93m 556m
The following table presents the widths in metres of dock entrances, channels and
turning circles.
Table 2-5
Docks Entrances, Channels & Turning Circle Widths
Dock Entrance/Channel/Turning Circle
Length/Width (M)
Barnett Dock 41.75
York Dock 30.48
Milewater Basin 44.80
Clarendon Lock 9.5
Pollock Dock 85.64
Pollock Basin 3 to Pollock Basin A 169.15
Pollock Basin 4 to Gotto Wharf 5 229.20 (diagonal 225.54)
Turning Circle 426.70
Turning Circle @OB4 316.00
Turning Circle @ Thompson 364.00
Turning Circle @ Pollock Basin 150.00
Turning Circle @ OB1/OB2 256.00
Victoria Channel 219.00
Victoria Channel Off East Twin Light 114.29
Victoria Channel Off North end Thompson Wharf 259.07
River Lagan Off Albert Quay 85.34
River Lagan Off Albert Quay Ramp 50.00
River Lagan Off Queens Quay 10 152.39
River Lagan Off Donegal Quay 6 152.39
Herdman Channel Off Sinclair Wharf 146.30
Herdman Channel West 112.77
Musgrave Channel 91.43
2.3 Controlling depths
Table 2-6
Berths Located Within Victoria Channel
Name of Berth
Controlling Depth
Oil Berth 4 9.1m
Victoria Terminal 1 (VT1) 7.9m
Victoria Terminal 2 (VT2) 7.9m
Victoria Terminal 3 (VT3) 9.0m
Victoria Terminal 4 (VT4) North 6.0m
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Section: Appendix 2 Rev No. 02
Title: Navigation Channels & Berths in the Port of Belfast Issue No. a
Victoria Terminal 4 (VT4) South 6.0m
Stormont Wharf N, C & S 8.7m
West Twin Wharf 8.7m
Ship Repair Quay 8.6m
York Dock 1 6.4m
York Dock A 6.4m
Barnet Dock 1 6.4m
Barnett Dock 2 6.4m
Albert Quay 5.5m
Ballast Quay 5.5m
Donegal Quay 1,2 & 3 5.5m
Donegal Quay 4 5.5m
Donegal Quay 5 5.5m
Queens Quay 5.5m
Abercorn Basin 3.0m
Table 2-7
Berths Located Within Herdman Channel
Name of Berth
Controlling Depth
Richardson Wharf 7.3m
Pollock Dock 5 7.3m
Pollock Dock 6 7.3m
Pollock Dock 7 7.3m
Pollock Dock 8 7.3m
Pollock Dock B 7.3m
Pollock Dock C 7.3m
Pollock Dock D 7.3m
Herdman Channel West 7.3m
Gotto Wharf 1 7.3m
Gotto Wharf 7.3m
Sinclair Wharf 7.3m
Herdman Channel A 7.3m
Divis Berth 4.5m
Table 2-8
Berths Located Within Musgrave Channel
Name of Berth
Controlling Depth
Musgrave Scrap Wharf 7.3m
Oil berth 1 7.3m
Oil berth 2 7.3m
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Section: Appendix 2 Rev No. 02
Title: Navigation Channels & Berths in the Port of Belfast Issue No. a
Oil berth 3 7.3m
Outfit Quay Harlands 6.4m
Steel Delivery Wharf 6.4m
Table 2-9
Dry Docks Located in Port of Belfast
Dry Dock
Controlling Depth
Belfast 8.7m
Clarendon Dry Dock No. 1 5.5m
Clarendon Dry Dock No. 2 5.5m
Harland & Wolff Shipbuilding Dock
6.4m/4.9m
“These controlling depths will be in use when calculating pass-in/out in normal
operating conditions”
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Section: Appendix 3 Rev No. 02
Title: Berthing Risk Assessment Issue No. a
3. Berthing Risk Assessment
3.1 Introduction
As part of the Port of Belfast’s commitment to managing risk, a risk assessment on
the berths within the Port was performed. The aim of this assessment was to identify
any berth related hazards and where necessary to identify risk-reducing measures to
ensure they are well managed.
3.2 Risk Assessment Methodology
The methodology adopted involved holding a workshop with the appropriate
personnel based on their experience in this field. The attendees were as follows:
Table 3-1
Attendees at Berth Risk Assessment
Name
Michael Evans
John Wilson
Graham Campbell
Company/Organisation Name
Deputy Harbour Master
Marine Pilot
Marine Pilot
Each of the berths within the Port of Belfast was discussed and any comments made
were recorded.
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Section: Appendix 3 Rev No. 02
Title: Berthing Risk Assessment Issue No. a
Table 3-2
Berths considered within Risk Assessment
Berth ID Description
1 VT1, 2 and 4
2 VT3
3 Oil Berth 4
4 West Twin & Stormont Wharf
5 Ballast Quay / All fast ferries berths
6 Barnett Dock
7 York Dock
8 Albert Quay
9 Donegal Quay 1, 2 & 3
10 Donegal Quay 4 & 5
11 Clarendon Dock
12 Queens Quay
13 Abercorn Basin
14 Ship Repair Quay
15 Belfast Dry Dock
16 Musgrave Scrap Wharf
17 Outfit Harlands Quay / Commissioning Quay
18 Steel Delivery Wharf
19 Building Dock
20 Oil Berth 1 & Oil Berth 2
21 Oil Berth 3
22 Herdman Channel West
23 Divis Berth
24 Gotto Wharf
25 Pollock Basin
26 Pollock 5
27 Pollock 6
28 Pollock 7
29 Pollock 8
30 Sinclair Wharf
31 Herdman Channel A
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Section: Appendix 3 Rev No. 02
Title: Berthing Risk Assessment Issue No. a
3.3 Results – Berthing Risk Assessment
The workshop discussions are recorded in Table 3-4. The following table
summarizes the risk levels assigned to each of the berths.
Table 3-3
Risk Ranking
High
Summary of Berthing Risk Assessment Results
Description
Oil Berth 1, Oil Berth 2, Oil Berth 3, Herdman Channel
West, Pollock Basin, Pollock 5, Pollock 7.
Moderate
Low
VT1, VT2, VT4, Oil Berth 4, West Twin, Stormont Wharf,
Barnett Dock, York Dock, Donegal Quay 4 & 5, Ship
Repair Quay, Belfast Dry Dock, Musgrave Scrap Wharf,
Harlands Quay, Steel Delivery Wharf, Sinclair Wharf.
Ballast Quay, Albert Quay, Donegal Quay 1, 2 &3,
Clarendon Dock, Queens Quay, Abercorn Basin, Divis
Berth, Gotto Wharf, Pollock 6, Pollock 8, Herdman
Channel A.
All these berths risk assessments are depending on Minimum Towage
Requirements, which can be found on Notice to Mariners No 4 of 2009.
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Section: Appendix 3 Rev No. 02
Title: Berthing Risk Assessment Issue No. a
Table 3-4
Results from Berthing Risk Assessment
VT1
VT2
VT4
VT3
Berth Description Controls Rank
The RO/ROs swing when inward bound and then head straight out.
Berthing under control of VTS.
Vessels using this berth are generally operated with a PEC.
Radio communications as per VTS.
Berth for container operations. Varying vessels sizes from 80 to 90 m. in excess
of over 100 m.
Berthing can be highly restricted by gantries.
Regular monitoring of Dockers’ proficiency should be
carried out. The Dockers should be aware of the
weather conditions.
All communications references, berthing and mooring
operations as per VTS guidelines.
Berthing to be controlled by agreed Coastal
procedures and VTS manual.
Moderate
Oil Berth 4
Initial positioning and direction by terminal.
Tankers using this berth either swing off the berth or in the turning circle.
Passage plan to be confirmed by the VTS when passing the Fairway Buoy. One
of the main issues raised here was the wash from ferries, which can cause surge
on the quay. The berth was considered to be good but it was noted that there
was not a lot of water available behind the quay (low tide) so boatmen could be
caught by the wash from the tugs and pushed up the beach although thrusters
could also have this effect. In general there were no problems associated with
turning these vessels or boatman operations and there was the possibility to run
extra lines in extreme weather.
A speed restriction should be set in the Port. The
estimate at the workshop was for all vessels to be
restricted to safe speed when in Port limits unless
they had made special arrangements with the Port to
go beyond this. Obvious arrangements were Fast
Ferries, Navy RIBS. For any vessel permitted to
exceed the standard limit the effect of this needs to
be monitored to ensure the faster speeds do not pose
a problem to the other Port users.
Moderate
The mooring arrangements should be investigated to
ensure the people performing this task are
appropriately trained and aware of their duties and
responsibilities. They should also conform to the
boatman guidelines in place at the Port. Mooring for
tankers at OB4 should be appropriated with regard to
the prevailing conditions as the proximity of the
channel or the proximity of ferries operations.
Ensure that any surge experienced at the berth is
reported to VTS.
West Twin & The larger ships use this berth, e.g. Panamax, and are mostly tug assisted. They The piles and facings should be inspected. Moderate
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Section: Appendix 3 Rev No. 02
Title: Berthing Risk Assessment Issue No. a
Berth Description Controls Rank
Stormont Wharf
can either berth bow in or bow out (turning performed in turning circle). In both
instances there were no major problems noted. The fendering was considered to
be in fair condition although an issue was raised over the piles and facing pieces
which warranted inspection. The ladders were also considered to be in poor
condition and it was agreed that they should be inspected along with all other
ladders within the Port. One further observation made was that the plant is
relatively close to the quay which could create minor problems when
berthing/mooring a vessel.
Due to the pile construction, care should be exercised on any vessels on this
quay. Piles should be inspected regularly. Any damaged pile should be reported
and rectified promptly.
The ladders for the entire Port should be inspected.
Were to be possible, shore plant should be positioned
clear of the berthing area wherever possible.
VTS should remind Pilot Boat Operators of potential
disruption to small vessels working at Stormont
South.
Ballast Quay/
All fast ferries
berths
Barnett Dock
Presently not in operation. Berthing inspection required prior to any lay-by berth. Low
Vegetable oil berth and lay-by berth. Presently hinterland would not support
carnage operations.
The fibre optic cable is appropriately marked on the
quay and on the Approaches to Belfast Chart.
Moderate
York Dock
It was highlighted that there is a fibre optic cable crossing which could be
hazardous to vessel anchoring or during dredging which should be signed.
The vessels are mostly piloted (some PEC holders in the past but not at present)
and in some cases a line boat is used to turn a vessel in Barnett Dock before
proceeding in.
Crane boom only affects large vessels. Maximum size at York Dock will be 115
m.
The maximum length for a vessel expected to use
this berth will be 115 m. Vessels with a length greater
that this will require a risk assessment.
Air draft to be confirmed prior to berthing if
appropriate.
South end of YD1 to be marked where the clear berth
initiates.
Moderate
Presently only YD1 is generally used as berth for small coasters.
YDA is presently used for tugs and plant storage.
Albert Quay Presently used as lay-by berth. Prior berth inspection required to any vessel using it
as lay-by berth.
Donegal Quay Recreational and special use lay-by berth.
Use of these berths requires close communications
1, 2 & 3
with state stakeholders. Removable handrails for
gangway access required. Only suitable for vessels
Low
Low
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Section: Appendix 3 Rev No. 02
Title: Berthing Risk Assessment Issue No. a
Berth Description Controls Rank
large enough to set pile to pile.
Prior permission from the Harbour Master is required.
Donegal Quay 4
& 5
Seasonal fast ferry berth with winter lay-by berth facility.
Lay-by vessels at this berth require a minimum
manning standard to be decided by Harbour Master.
Clarendon Dock Clarendon dock is mostly used for public relations exercises. Aside from this, the Use of this dock requires prior permission from the
workboats sometimes use this area to access the dry docks. Care should be Harbour Master. Opening and closing of these gates
taken at the extensive sill surrounding the dock.
is subjected to tide restrictions.
Queens Quay Use for high profile pre-arranged and long commercial visits.
Use of this quay only by prior arranged permission by
the Harbour Master.
No fendering in position on this quay. Berthing subjected to limited access and
bollard provision.
Abercorn Basin Presently Belfast Harbour only approved recreational facility. Presently Use of these facilities as per Belfast Harbour
comprising one pontoon with disabled access and 4 ground moorings. Quay Commissioners recreational users’ guide.
access only permitted by a pontoon. No mooring facilities on quay face or top.
Ship Repair Quay Use of this quay under control of Harland and Wolff. Close coordination required between H&W and VTS.
Moderate
Low
Low
Moderate
Moderate
Regular monitoring of Dockers should be carried out.
Monitoring of manning levels and mooring
arrangements to be confirmed with H&W.
Belfast Dry Dock It’s operative. All vessels going to this berth should be considered
special operations.
Musgrave Scrap Almost entirely used for loading and discharging scrap, with associated risks to Port Control to inform vessels of operational depth
Wharf
gangway access, berth fouling, quay damage and services provision.
prior passing or shifting. Operational depth to be
updated to Port Control by the Harbour Master.
Moderate
Moderate
Outfit Quay
Harlands /
Commissioning
Quay
Steel Delivery
Wharf
Under the operation of H&W.
Vessels to berth this quay may impact on access to the Building Dock.
Regular berth inspection to be carried out. Regular
soundings and protective access to be maintained.
Bunkering to be restricted.
Close communications between H&W and Port
Control are required.
Moderate
No longer commercially operated. Occasionally used by H&W as lay-by berth. Inspect the fendering at the wharf. Moderate
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Berth Description Controls Rank
Building Dock
Presently ships building suspended. Dock being used for demolition and project
cargo.
Control depth access in this berth.
Bollards to be used during berthing and cranes to be
cleared of the area.
No berthing or unberthing prior arrangement with
H&W.
Anchoring not permitted within the docks.
Oil Berth 1 & Oil
Berth 2
Oil Berth 3
Vessels using these berths and requiring towage assistance must berth bow
South.
Bitumen and LPG berth.
Higher level of towage requirements for vessels without bow thrusters.
Berthing procedure to be stated by H&W.
Plant control of all manifold positions to be produced
and placed in Port Control.
Plant control of all manifold positions to be produced
and placed in Port Control.
High
High
Herdman
Channel West
Divis Berth
Bitumen berth can result in long overhangs.
Good fendering.
North end used as containers terminal.
South end used for stone, scrap, coal and clinker.
L.O.A. for Herdman Channel South is 130 m.
The boatmen (Waterfront and McLoughlin) use this berth. No safety issues were
raised.
Lay-by use of North end to be informed to BCT.
When vessels over 115 metres LOA are berthed, the
off quay pawl at the South end must be used which
requires the boatmen to have arranged a method of
access.
Vessel mooring to be monitored and responsibility to
be defined.
High
Low
Gotto Wharf
Lay-by berth for fishing boats.
All vessel types use this wharf (PEC, Pilot, exempt). The swinging points used
vary and can be the turning circle, off the berth or in Pollock basin.
North end used by boatmen to be monitored to avoid
conflict with cement discharge.
Low
Defined as Harbour’s main timber terminal.
Pollock Basin Turning basin for Sinclair and Gotto Wharf and Pollock Dock. Pole position to be improved. High
Pollock 5 Paper terminal under construction. Fendering and bollards require review. High
Pollock 6 Paper terminal. N/a Low
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Berth Description Controls Rank
Pollock 7 Berth considered adequate. N/a High
Pollock 8
This is the cross berth and is not used often. On this basis no safety issues were If this berth is to be used more its suitability will Low
raised.
require review.
Sinclair Wharf The fendering and mooring bollards at Sinclair were described as reasonable,
although there was restricted access due to a pipeline on the quay. It was noted
that mooring to the North of the quay is tidal and that vessels coming in on a Low
Tide could not be moored properly (these were usually tied up using springs and
then moored properly during high tide).
Inspect fendering and mooring equipment and
investigate the level of obstruction posed by the
pipeline on the quayside.
Look at effects of mooring vessel in low tides and
where appropriate take measure to overcome the
difficulties associated with this (a walkway may offer
Moderate
Herdman
Channel A
solution).
Never used. Not to be used without major refurbishment. Low
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
4. Navigational Risk Assessment
4.1 Introduction
As part of the Port of Belfast’s commitment to managing the risks within the Port, Anatec
UK Ltd were commissioned to perform a risk assessment on navigational issues within the
Port. In line with the requirements of the Port Marine Safety Code, both navigation within
Port limits and the approaches to the limits were considered.
The aim of the work was to review existing directions and procedures and also to perform
a quantitative risk assessment to identify any higher risk issues to ensure that the hazards
were prioritised for effective management.
The following section provides details on the methodology adopted for both these
assessments:
Procedural Risk Review
Navigational Risk Assessment
4.2 Methodology
Both the assessments involved holding a series of workshops with the appropriate
personnel based on their experience in this field. The attendees were as follows:
Table 4-1
Attendees to Navigation Risk Assessment
Name
Bob Murray
Harold Boyle
Jack Richmond
Bill Bennet
Alan Pritchard
Paul Downie
Norman McKinney
John Ewing
Terry Griffiths
Colin Fleming
Justin Ferran
Raymond O’prey
Michael Cain
Alasdair MacDonald
John Wilson
Stewart Macdonald
Company/Organisation Name
Stena Line
RYA Belfast
Wjismuller Tug Company
MCA
MCA
Pilot Boat Crew
Marine Pilot/Marine Officer
Ewings Shipping Agents
Stena Line
SeaCat
Ferrans Boating Company
Opreys Boating Services
Anatec UK Ltd.
Anatec UK Ltd.
Marine Pilot/Marine Officer
Deputy Harbour Master
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
Within the procedural review the attendees discussed the following procedures and the
main findings and recommendations were recorded:
Standing order 1
Standing order 2
Pilotage Directions
Minimum Guidelines for Towage
Code of Practice for Boatmen
After the 2008 Review Process, Standing Orders have been taken out and the Minimun
Requirements for Towage and the Code of Practice for Boatmen have been amended.
For the numeric analysis on navigational risk, the Port was subdivided into areas and the
hazards associated with each area were identified and ranked. To increase the sensitivity
of the risk assessment a number of different vessel types were considered. This allowed
more detailed definition of the event consequences, which could vary considerably
between different vessel types.
Table 4-2 provides an overview of the areas considered within this study. Following this,
Table 4-3 provides details on the various vessel types considered.
Table 4-2
Areas Considered within Navigation Risk Assessment
Area ID
Description
1 1nm East of the Fairway to Oil Berth 4 and VT1, 2 and 3.
2 The turning circle
Table 4-3
Vessel Types Considered within the Risk Assessment
Vessel
ID
1 Ferry
2 Tanker
3 General Cargo/Bulk
Description
4 Small Craft, e.g. yacht, fishing vessel
Navigation in the inner Port channels (Victoria, Herdman and Musgrave) and the
associated berths are not included within this assessment. The risks associated with the
berths in these areas are documented within the Berthing Risk Assessment, which is
contained within Appendix 3.
The following flow diagram represents the process that was followed:
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
Select an
Area
List all hazards
associated with
the area
List accidents
associated with
each hazard
Select an
accident
List potential
causes of the
accident
Rank the
accidents
frequency
Select next
area
Select next
accident
Rank the
accidents
consequence
Discuss risk
management
strategy
Discuss
Emergency
Response
Record
Recommendations
for improvement
No
No
Are all
accidents
covered
Yes
Are all areas
covered
Yes
END
Figure 4-1
Flow Diagram of Navigation Risk Assessment Methodology
In terms of ranking the frequency of each event, the following definitions were applied:
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Frequency
Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
Table 4-4
Frequency Definitions used in Navigation Risk Assessment
Rank
1 Extremely unlikely
2 Unlikely
3 Reasonably Foreseeable
4 Has occurred
5 Frequent event
Definition
Four consequence categories were considered (people, asset, environment and business)
with the following definitions used:
Table 4-5
Consequence Definitions used in Navigation Risk Assessment
Definition
Rank People Asset Environment Business impact
1
No injury or singular
minor injury
2
Multiple minor injury or
singular major injury
3
Multiple major injury or
singular fatality
Negligible (£2M)
Risk is the product of frequency and consequence. On this basis the scale for each
consequence category is 0 to 25 (see Table 4-6). However, it is noted that for the four
consequence categories used for this assessment the scale becomes a summation of
each, i.e., 0 to 100 point scale.
Table 4-6
Risk Matrix used in Navigation Risk Assessment
5 5 10 15 20 25
4 4 8 12 16 20
3 3 6 9 12 15
2 2 4 6 8 10
1 1 2 3 4 5
1 2 3 4 5
Consequence
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Section: Appendix 4 Rev No. 02
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In terms of ranking the results the following scales were applied:
Table 4-7
Rank
Scales applied for ranking the Navigational Risks
Individual
Category
Scale
Combined Total
Very High 20 80
High 12 and < 20 48 and < 80
Moderate 6 and < 12 24 and < 48
Low 3 and < 6 12 and < 24
Very Low < 3 < 12
4.3 Results
The discussions from the quantitative assessment on navigational risk are presented in the
tables towards the end of this report. The following tables summarise the rankings
determined for each of the scenarios considered within this assessment.
Table 4-8
Summary of Navigational Risk Assessment Results – combined scores
Ranking Score Description
Very High -- No scenarios
High
Moderate
Low
58 Aircraft ditching in outer Lough or within Port limits
57 Tanker collision in turning circle
38 Ferry collision in Channel, Tanker collision in Channel, Ferry
fire and explosion in Channel, Tanker fire and explosion in
Channel, Ferry foundering in Channel, Tanker foundering in
Channel, Ferry collision in Turning Circle, Ferry fire and
explosion in Turning Circle, Tanker fire and explosion within
Turning Circle, Ferry foundering in Turning Circle, Tanker
foundering in Turning Circle,
30 General cargo/bulk vessel collision in Channel, General
cargo/bulk vessel fire and explosion in Channel, General
cargo/bulk vessel foundering in Channel, General cargo/bulk
vessel collision in Turning Circle, General cargo/bulk vessel
fire and explosion in Turning Circle, General cargo/bulk
vessel foundering within Turning Circle
18 Small vessel collision in Channel, Small vessel fire and
explosion in Channel, Small vessel foundering in Channel
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Section: Appendix 4 Rev No. 02
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16 Small vessel collision in Turning Circle, Small vessel fire and
explosion in Turning Circle, Small vessel foundering within
Turning Circle.
Very Low -- No scenarios
4.4 2008 Review Process
In the process of reviewing the risk assessments for the port; account has been taken of
the changing nature of communications and developments within the port namely:
The introduction of a fully Authorised VTS with operations manual.
The change of employment Status of the pilots and the development of an
appropriate Pilotage Manual.
The development of a Memorandum of Understanding with the M.C.A to address
issues in the Outer Lough and the recognition that the Harbour will not extend its
area of responsibility.
The development of a co-ordinated Emergency plan by the Safety Department.
The introduction of AIS systems on most vessels using the port.
4.5 Recommendations
4.5.1 Quantitative Navigational Risk Assessment
The following recommendations were made during the quantitative navigational risk
assessment workshops for each of the high-ranking scenarios.
All the raised workshops recommendations have been addressed to different manuals
such as Pilotage Manual, VTS Manual, Emergency Response Plan, Leisure Guide, etc.:
Table 4-9
Actions taken by BHC
RECOMMENDATION
Those conducting operations at the
Jetties in the Lough should be made
aware that ferries are required to pass
berthed vessels at a range of 1.5 nm. In
consequence of this they should be
requested to provide accurate
information on their ETA and ETD to the
VTS in good time and the VTS operator
should ensure the fast ferries are well
ACTION TAKEN BY BHC
Addressed by MOU.
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
informed on this issue.
It was identified that recreational craft
sometimes pose a problem to the
navigation of the ferries and on this basis
Belfast Port agreed to prepare some
guidance for Recreational Users
navigating within the Lough.
It was agreed that a similar document be
prepared for the fishing industry as
increasing activity was likely to occur due
to the introduction of licensing areas
which have been acquired by the
mariculture industry. This booklet should
also cover recreational fishing.
Consideration should also be given to
requesting that vessels report to the VTS
prior to entering the Lough.
Consideration should be given to
extending the Port limits. A number of
reasons for this were noted:
To provide a means of more
formal control in these waters as
during this discussion reference
was made to a number of
incidents that may have been
prevented if VTS control had been
extended;
To issue formal pilotage directions
for Cloghan jetty so they can be
managed and enforced;
To formalise the responsibilities of
the VTS operators so advice could
be given to vessels in the Lough
and to allow vessels at anchor
within these waters to be tagged
and actively monitored.
It was recommended that discussion be
held with the RNLI and the fire tug
operator to review the fire fighting
capabilities to ensure they are adequate
for such events. This should give
consideration to equipment (suitable
vessels and equipment to be held), and
the personnel requirement including
training levels.
A Leisure Guide has been produced.
N/A.
N/A due to AIS.
Consideration has been given to
establishing a MOU and it has been
agreed with the MCA to have only a
monitoring role.
Only monitoring.
Not under BHC’s control.
Included in VTS Manual and
MOU.
As per Emergency Response Plan.
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Section: Appendix 4 Rev No. 02
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The Port of Belfast should establish how
busy the Cloghan jetty is and obtain a
better understanding of vessel operations
at this Jetty. It should also be confirmed
whether there are constraints imposed
upon vessels approaching this jetty and if
so details should be obtained along with
the procedure for enforcement.
The mooring standards should be
reviewed to ensure that they are
adequate and the risks of a vessel
drifting from Cloghan Jetty into the Lough
is minimised.
Definition of designated anchorage areas
and/or areas where anchorage is
prohibited.
It was also recommended that any
vessels that are considered to be at
anchor too close to shore be reported to
the MCA.
Consideration should be given to
establishing speed restrictions within the
Port with special arrangements being
necessary for vessels wishing to exceed
this. Obvious special arrangements were
Fast Ferries, Navy RIBS and the Lough
link. For any vessel permitted to exceed
the standard limit the effect of this needs
to be monitored to ensure the faster
speeds do not pose a problem to the
other Port users.
The procedure for taking vessels in and
turning them in fog should be reviewed
and if considered an unsafe action this
should be prohibited and the vessel can
either be delayed until conditions
improve or be instructed to go to berth
without turning.
The Port of Belfast needs to review the
previous aircraft ditching as it was
suggested that emergency response
issues stemming from this incident still
require to be addressed.
The Port should also have a meeting with
the airport to ensure there is a sound
Not under Belfast Harbour
Commissioners’ control.
Not inside Belfast Harbour Area.
As per MOU.
As per MOU.
VTS Manual.
Navy RIBS and the Lough Link not to be
considered as they are not coming to
Belfast.
All movements in fog should be risk
assessed.
How to respond has been included in
Belfast Emergency Response Plan.
Completed.
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
understanding of each other’s
emergency response plans and the
interface is well organised.
The risk assessment should be used to
identify higher risk events and use them
to prioritise the emergency response
exercises which take place at the Port.
Special movements to be risk assessed.
There are further suggestions for reducing risk (medium and low risk scenarios) listed in
the recording sheets within this appendix. It is recommended that these also be reviewed
and where reasonably practicable they should be implemented. When performing this
review it is recommended that consideration also be given to scenarios that may have a
low combined score but a high individual score for any individual consequence category.
4.6 Additional Comments Made
During the course of the berthing risk assessment, a number of additional comments were
made relating to safety within the Port of Belfast. These are summarised below with the
actions taken by BHC.
Table 4-10
Additional Actions taken by BHC
RECOMMENDATION
The Incident Control Room is not
equipped sufficiently, which needs further
attention.
The Permit to Work system needs to be
extended to cover Diving Operations.
This is to be supported by a means of
recording this at Port Control and
informing other users so they are aware
that they should pass at an appropriate
speed/distance.
An agreed procedure needs to be
developed with the Navy so there is a
unified understanding of how their RIBS
will operate within Port limits. This relates
to speed, passing distances and their
presence within the main navigational
channel, which should only occur when
they are boarding a vessel.
A hazard manual should be developed to
ensure that there is a standardised
approach towards dealing with
emergencies. This should be made
available to all appropriate personnel,
especially those likely to deal with the
ACTION TAKEN BY BHC
As per Emergency Response Plan.
As per Emergency Response Plan.
N/A.
As per Emergency Response Plan.
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
initial response, e.g., Port Control.
The emergency response manual should
address ordinance within the Port.
An inspection procedure needs to be
developed for the pilots’ PPE. This
should encompass a frequent self-check
and a supplier service at appropriate
intervals. This system should be
developed and monitored by the Health
and Safety Manager for the Port of
Belfast. The interval for the self-check
was suggested at one month during the
pilots’ safety group meeting, which is in
the process of being initiated. A card
should be signed to ensure this has been
done.
The benefits of EPIRBS and
transponders on the pilots and pilot boats
should be assessed.
The time available for performing the
Pilot/Master exchange needs to be
monitored to ensure that the existing
boarding points are suitable.
Lighting on the quayside needs to be
reviewed to ensure it offers safe boarding
and disembarking.
An assessment of pilot workload and
fatigue needs to be conducted. This
should also give consideration to the
requirements of the EMPA code, which
states that pilots should come to work
well rested.
As per Emergency Response Plan.
Belfast Lough Pilotage Services
subcontracted, it’s their responsibility.
Not required.
As per Pilotage Manual.
On going.
As per Pilotage Manual.
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
4.7 Risk Assessment Records
RISK ASSESSMENT RECORD
1 SCENARIO DESCRIPTION
Area
Vessel
1 nm E of Fairway to Oil
Berth 4 and VT1,2 and 3
All vessels (general discussion)
2 CAUSES
1. Watch keeper failure
2. Not conforming to IMO collision avoidance regulations
Hazard Other Vessels Event Collision
3 POTENTIAL RISK RANKING
With regard to risk ranking for collision in this area of the port, as there have been no incidents in the port
the frequency it would usually ranked at 2. However as there are extensive risk management procedures
in place within this area of the port it has been reduced to 2. For consequences ranking the rankings
from collision in the Lough have been applied however the business risk has been increased as a
collision within the channel is likely to result in greater loss to the port due to the potential for delaying or
stopping trade.
4 DISCUSSION
1 nm to the E of the Fairway buoy was recognised to be a pinch point that the majority of vessels
headed for before entering the channel or after leaving it. Because of this “congestion” it was recognised
as a sensitive area in terms of navigational risk.
The users of the port and the pilots attending the workshop both indicated that pleasure boats, jet skis
and canoeists have posed a problem during this area of the port. The tendency was for recreational
users to be encountered between 3 and 4 and the Fairway, especially during regattas.
Fishing vessels were considered to behave in a well-managed manner however slight concern was
expressed, as the level of fishing activity was likely to increase.
Vessels at anchor in this area were also identified to pose some problems to vessel navigating this area
of the entrance to the port. Identification of these vessels was considered to the difficult by the VTS and
hence their management was not as efficient as it could be.
5 RISK MANAGEMENT
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Vessel cannot enter the port without authorisation and being “tagged” on the VTS, as traffic in the port is
regulated by the VTS. In the event that this does not happen, a marine safety notice is raised and the
incident is formally investigated.
All vessels are required to have a passage plan and submit a port entry form prior to entering the port
limit. A component of this is a check that all equipment is in order. A vessel without a passage plan is
delayed until this is addressed or takes a pilot.
Routeing guidance is presented in the ALRS, which indicates the preference for inbound vessels to pass
to the North of the fairway and outbound vessels to pass to the South. This posed a problem to the
ferries, which need to pass 1.5 nm from Cloghan and Kilroot jetties when a vessel is berthed, and hence
to the South of the Fairway buoy when inbound
PEC’s are issued to larger vessels following examination and a required number of visits to the port. This
process is documented and well managed and operates on the basis of educating regular users about
safe navigational practices in the port
The VTS and VHF also offer a means of managing the risk in the area by monitoring the traffic
movements and offering advice to traffic in this area.
The channel sounded and dredged to ensure its depth is preserved. It is also marked with navigational
aids and there are standing orders in place to promote the safe passage of vessels.
There is also an adverse weather procedure whereby channel navigation will reduced to one way traffic
in reduced visibility.
There are pilotage directions in place which are regulated and enforced by the Port of Belfast.
6 EMERGENCY RESPONSE
In terms of emergency response to a collision scenario in this area there as 2 tugs available on a 24 hour
basis and on 2 hours response
In addition there is RNLI presence at Bangor, which will be used to assist in an emergency scenario in
cooperation with the Habour. The pilot boats would also offer assistance in this event.
7 RECOMMENDATIONS
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Discussion needs to be held with the ferry companies to investigate their procedure for passing 1.5 nm
from the Jetties. The basis requires investigation as this results in the incoming vessel passing to the
South of the Fairway, which increases the risk of head on encounters with outbound traffic.
It should be procedure for vessels to call in to the VTS when they reach the area between New Island
and Black head. This will allow them to be tagged on the VTS well in advance of reaching the Fairway
and will also assist VTS communications in the more congested waters. This would also overcome the
problem associated with not being able to identify vessels at anchor, mainly solved now with the AIS.
Prohibited areas should also be marked in proximity to the Fairway where vessels are not permitted to
anchor. This will help reduce congestion.
Consideration should be given to moving the Fairway buoy further to the SE. This would provide the
required clearance that the ferries require from the jetties, which will reduce confusion in the area and
result in a more orderly flow of traffic. In addition this would also allow vessels to line up for the channel
prior to reaching No.’s 3 and 4.
Monitor the pilotage operations to investigate whether this boarding point provides sufficient time for the
Pilot/Master exchange now that a more formal procedure has been implemented.
A protocol should be developed for recreational users and fishing vessels to ensure they navigate in a
safe manner and understand the risks they present to other port users. As part of this protocol
consideration should be given to restricting these users from entering the channel until 15 and when
outbound to requiring them to leave the channel at no. 12. This will keep the main navigation channel
clear for large vessels using the port. Also if they must enter/cross the channel this has to be done under
authorisation of the VTS and must be done under power.
At the time of vessels reporting their ETA they should be provided with information on the outbound
vessels they are likely to encounter and details on vessels currently at anchor.
All vessels should be required to obtain permission to enter or leave the channel, which will improve the
management of the traffic.
8 RISK SUMMARY
The following summarises the risk results from this assessment.
Vessel Type People Asset Environment Business Total
Ferry 10 10 8 10 38
Tanker 8 10 10 10 38
Merchant 8 8 6 8 30
Small Vessel 8 4 2 4 18
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
RISK ASSESSMENT RECORD
1 SCENARIO DESCRIPTION
Area
Vessel
1 nm E of Fairway to Oil
Berth 4 and VT1,2 and 3
All vessels (general discussion)
2 CAUSES
1. Crew error, e.g. ships galley
2. Engine Failure
Hazard Fuel Event Fire and Explosion
3. Passenger error
3 POTENTIAL RISK RANKING
With regard to risk ranking for fire and explosion in this area of the port, a rank of 2 has been applied as
this event has never occurred in this area and also there are some management procedures in relation
to this event. The consequence rankings used were the same as those for fire and explosion in the
Lough although the business risk was increased, as a fire and explosion event within the channel is likely
to result in greater loss to the port due to the potential for delaying or stopping trade.
4 DISCUSSION
There has not been a fire within the Lough although such events have occurred in industry (frequency
ranking of 3). In terms of consequence if this event did occur it was estimated that the there is potential
for this event to result in a high level of fatalities, and for the entire asset to be lost. The environmental
consequence of this event was considered to be a Tier 2 regional response and to have the potential to
cause serious damage. In terms of business this event would have a serious effect on the Port of
Belfast.
5 RISK MANAGEMENT
With regard to the risk management of this event, there is limited that the port can do. However there is a
system check requested prior to port entry.
6 EMERGENCY RESPONSE
In terms of responding to a fire or explosion onboard a vessel in the Lough, the port has access to a firefighting
tug. The main role of the tug is advisory and to supply additional fire fighting equipment to the
vessel to assist controlling the fire. In addition to this the RNLI will provide response and have the
equipment required for establishing safe refuge (life rafts) to allow the vessel crew/passengers to be
evacuated quickly, which is the priority. It is noted that ferries are specialised vessels and are designed
for the quick and safe evacuation of passengers.
There are no offshore fire fighting facilities at Belfast with the nearest being Wales.
7 RECOMMENDATIONS
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It was recommended that discussion be held with the RNLI and the fire tug operator to review the fire
fighting capabilities to ensure they are adequate for events such as this. This should give consideration
to equipment (suitable vessels and equipment to be held), and the personnel requirement including
training levels.
This scenario should be considered as an exercise for emergency response as it will require
coordination with the MCA, Port of Belfast and the Vessel company.
8 RISK SUMMARY
The following summarises the risk results from this assessment.
Vessel Type People Asset Environment Business Total
Ferry 10 10 8 10 38
Tanker 8 10 10 10 38
Merchant 8 8 6 8 30
Small Vessel 8 4 2 4 18
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Section: Appendix 4 Rev No. 02
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RISK ASSESSMENT RECORD
1 SCENARIO DESCRIPTION
Area
Vessel
1 nm E of Fairway to Oil
Berth 4 and VT1, 2 and 3
All vessels (general discussion)
2 CAUSES
1. Vessel not sea-worthy
2. Poor consideration to environmental conditions
Hazard Fuel Event Foundering
3 POTENTIAL RISK RANKING
With regard to risk ranking for fire and foundering in this area of the port, a frequency ranking of 2 has
been applied as there are a number of measures in place in the port to manage this event. The
consequence rankings used were the same as those for foundering in the Lough although the business
risk was increased, as a vessel foundering within the channel is likely to result in greater loss to the port
due to the potential for delaying or stopping trade.
4 DISCUSSION
Foundering in the Lough was most likely to result from bad weather although the wash from the fast
ferries could have similar effect on smaller vessels such as yachts. In general it was agreed that the port
could not mange the risk of this event as the causation factors related to the seaworthiness of the
vessels and the decision of the Master to sail in adverse conditions. It was noted that guidance on the
operation of small vessels (recreational users) could be useful to ensure they maintain a safe distance to
fast ferries.
Ferry foundering was not considered to be a likely event on the due to the familiarity of the ferries with
the port and hence the understanding of the environmental effects in the Lough. Also the ferry will have
access to up to date weather forecasts and operates within a strict SMS that will have an adverse
weather policy. The frequency for foundering was ranked as 3, i.e. it has occurred within industry, and
the consequences were considered to be comparable to ferry collision.
5 RISK MANAGEMENT
In terms of risk management the main issues discussed were the port entry check, which requires details
that all systems on the vessel are operational. In addition there is an adverse weather policy which
potentially can be used to close the port in extreme conditions. Further there are pilots on board the
vessel who are likely to be better placed to determine the status of the vessel and provide early alarm for
tug assistance if a vessel is in difficulties.
6 EMERGENCY RESPONSE
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
In the event of a foundering in the Lough the response is likely to be co-ordinated by the MCA, in cooperation
with the Port of Belfast. The ferries are well equipped and hence if evacuation is required it is
likely that this will be achieved in a controlled manner.
7 RECOMMENDATIONS
It is recommended that weather forecast details be made available to the vessels upon request.
Consideration should also be given to using this as an emergency response exercise to ensure there is a
good interface/understanding between the MCA, the Company and the Port of Belfast.
A recreational user’s guide should be developed for these vessels ensure they are aware of the effect of
fast ferries on their navigation and also safe practices within these waters.
8 RISK SUMMARY
The following summarises the risk results from this assessment.
Vessel Type People Asset Environment Business Total
Ferry 10 10 8 10 38
Tanker 8 10 10 10 38
Merchant 8 8 6 8 30
Small Vessel 8 4 2 4 18
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
RISK ASSESSMENT RECORD
1 SCENARIO DESCRIPTION
Area Turning Circle Hazard General discussion of all Event
Collision, Fire and explosion,
Grounding.
Vessel
General
2 CAUSES
1. Various (see previous sheets)
3 POTENTIAL RISK RANKING
The scenarios considered here were collision, foundering and fire and explosion. The risk rankings
applied in the 1 nm E of Fairway to Oil Berth 4 and VT1, 2 and 3 were applied to this section although
the frequency assessment for tanker collision was raised to rank 3 as this event has occurred within the
turning circle.
4 DISCUSSION
The most likely events associated with this area were collision with another area and collision with a
berth, Richardson’s and Belfast Dry Dock being the most exposed. 2 incidents have occurred in the past;
one with a tanker discharging ammonia and the other with a molasses tanker. There has also been a
collision with the Dry Dock gate which was caused due to disorientation when turning the vessel in fog.
Convergence of traffic was an obvious issue. The VTS operator manages this.
5 RISK MANAGEMENT
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
The main risk management is
Since the ammonia incident navigation aids have been positioned to indicate the centre of the turning
circle and an exclusion zone has been created. The effectiveness of the exclusion zone was not
considered to be of any benefit if the vessel was coming in to turn and something went wrong en route,
e.g. tug breakdown or too much speed.
PEC examinations improve safety awareness of operations in this area of the port.
VTS management of traffic allow only one vessel in the turning circle at any one time.
Radio communications are compulsory.
There is a transit light to ensure vessel know they are centred in the turning circle.
Tugs are turning larger vessel and offer response in the event of something going wrong (passive
towage). In active towing they are a preventative measure and offer more control during navigation.
6 EMERGENCY RESPONSE
In terms of emergency response this is covered under the port emergency response plan.
7 RECOMMENDATIONS
The following recommendations were made:
Consideration should be given to establishing speed restrictions within the port with special
arrangements being necessary for vessel wishing to exceed this. For any vessel permitted to exceed the
standard limit the effect of this needs to be monitored to ensure the faster speeds do not pose a problem
to the other port users.
The procedure for taking vessel in and turning them in fog should be reviewed and if considered an
unsafe action this should be prohibited and the vessel can either be delayed until conditions improve or
instructed to go to berth without turning.
8 RISK SUMMARY
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Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
The following summarises the risk results from this assessment.
Collision
Vessel Type People Asset Environment Business Total
Ferry 10 10 8 10 38
Tanker 12 15 15 15 57
Merchant 8 8 6 8 30
Small Vessel 8 4 2 4 16
Fire and Explosion
Vessel Type People Asset Environment Business Total
Ferry 10 10 8 10 38
Tanker 8 10 10 10 38
Merchant 8 8 6 8 30
Small Vessel 8 4 2 4 16
Foundering
Vessel Type People Asset Environment Business Total
Ferry 10 10 8 10 38
Tanker 8 10 10 10 38
Merchant 8 8 6 8 30
Small Vessel 8 4 2 4 16
As with the 1 nm E of Fairway to Oil Berth 4 and VT1, 2 and 3 analysis grounding was not considered to
be a relevant incident for assessment.
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Frequency
Frequency
Frequency
Frequency
Section: Appendix 4 Rev No. 02
Title: Navigational Risk Assessment Issue No. a
RISK ASSESSMENT RECORD
1 SCENARIO DESCRIPTION
Area Lough and inside port limits Hazard Aircraft Event Ditching
Vessel
General Traffic
2 CAUSES
1. Human error
2. Equipment failure
3 POTENTIAL RISK RANKING
People Asset Environment Business
5
5
4 4 4 4
3 3 3 3
2 2 2 2
1 1 1 1
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
Consequence Consequence Consequence Consequence
4 DISCUSSION
An aircraft has ditched in the Lough and hence the event frequency is ranked at 4. In terms of
consequence it was agreed that there is likely to be multiple fatalities. In terms of asset the consequence
was considered to be major (rank 5). The environmental consequence was agreed to be moderate and
Tier 2 as the fuel is likely to burn off. In terms of business consequence a serious rank was considered
appropriate.
5 RISK MANAGEMENT
In terms of risk management it was agreed that there is limited action the port can take to reduce the
frequency of this event.
6 EMERGENCY RESPONSE
In the event of an emergency involving a plane ditching in the Lough, the response will be co-ordinated
by the PSNI in liaison with the Port, the MCA and the Airport.
7 RECOMMENDATIONS
The Port of Belfast needs to review the previous aircraft ditching as it was suggested that there are
emergency response issues stemming from this incident still required to be addressed.
The port should also have a meeting with the airport to ensure there is a sound understanding of each
other’s emergency response plans and the interface is well organised.
5
5
RISK
SCORE
58
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Section: Appendix 5 Rev No. 02
Title: Belfast Pilot/Master Exchange Form Issue No. a
5. Belfast Pilot/Master Exchange Form
Figure 5-1 Pilot/Master Exchange Form – Sheet 1
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Section: Appendix 5 Rev No. 02
Title: Belfast Pilot/Master Exchange Form Issue No. a
Figure 5-2 Pilot/Master Exchange Form – Sheet 2
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Section: Appendix 5 Rev No. 02
Title: Belfast Pilot/Master Exchange Form Issue No. a
Figure 5-3 Pilot/Master Exchange Form – Sheet 3
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Section: Appendix 6 Rev No. 02
Title: Passage Plan Pro-forma Issue No. a
 
 
    
 
6. Passage Plan Pro-forma
PASSAGE PLAN
Ships Name
Berth
Last Port Port Alongside Starboard Alongside
Next Port High Water Low Water
LDA
Depth at Berth
Arrival Departure Shift Vessel to Swing Yes No
Full Pilotage Inner Pilotage No of Tugs
Schedule 2 handed to Pilot
VHF Channels
Time Boarded
Notes
Time Disembarked
Any Defects
Masters Name
Pilots Name
Date
Signature
Signature
Time
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Section: Appendix 7 Rev No. 02
Title: Passage Plans Issue No. a
7. Passage Plans
7.1 Inbound passage plan from pilot boarding point 1 mile E of the FW/B:
Table 7-1
To Stormont Wharf South
Way Pt. Latitude N Longitude W Navigation Mark Bearing Distance Course Distance DTG
In 1V 54° 41.91’ 005° 44.36’ Grey Point 180° 1.260’ 260° 1.050’ 7.730’
In 2V 54° 41.73’ 005° 46.22’ Fairway Buoy 180° 0.075’ 240° 1.430’ 6.680’
In 3V 54° 41.00’ 005° 48.35’ No.3 By Abm S 330° 0.045’ 235° 1.000’ 5.250’
In 4V 54° 40.44’ 005° 49.77’ No.5 Bn Abm S 325° 0.045’ 216° 1.035’ 4.250’
In 5V 54° 39.60’ 005° 50.83’ No.9 Bn Abm S 306° 0.035’ 216° 0.720’ 3.215’
In 6V 54° 39.03’ 005° 51.55’ No.12 Bn Abm P 126° 0.100’ 216° 0.860’ 2.495’
In 7V 54° 38.33’ 005° 52.43’ No.15 Bn Abm S 306° 0.030’ 216° 0.915’ 1.635’
In 8V 54° 37.59’ 005° 53.39’ No.19 Bn Abm S 306° 0.100’ 218° 0.720 0.720’
In 9V 54° 37.02’ 005° 54.11’ S End STW shed 308° 0.070’
Table 7-2
Pollock Dock Entrance
Way Pt. Latitude N Longitude W Navigation Mark Bearing Distance Course Distance DTG
In 1V 54° 41.91’ 005° 44.36’ Grey Point 180° 1.260’ 260° 1.050’ 8.175’
In 2V 54° 41.73’ 005° 46.22’ Fairway Buoy 180° 0.075’ 240° 1.430’ 7.125’
In 3V 54° 41.00’ 005° 48.35’ No.3 By Abm S 330° 0.045’ 235° 1.000’ 5.695’
In 4V 54° 40.44’ 005° 49.77’ No.5 Bn Abm S 325° 0.045’ 216° 1.035’ 4.695’
In 5V 54° 39.60’ 005° 50.83’ No.9 Bn Abm S 306° 0.035’ 216° 0.720’ 3.660’
In 6V 54° 39.03’ 005° 51.55’ No.12 Bn Abm P 126° 0.100’ 216° 0.860’ 2.940’
In 7V 54° 38.33’ 005° 52.43’ No.15 Bn Abm S 306° 0.030’ 216° 0.915’ 2.080’
In 8V 54° 37.59’ 005° 53.39’ No.19 Bn Abm S 306° 0.100’ 238° 0.345’ 1.165’
In 9H 54° 37.41’ 005° 53.86’ H3 Bn Abm S 328° 0.030’ 237° 0.470’ 0.820’
In 10H 54° 37.15’ 005° 54.53’ SWN Corner Abm P 147° 0.045’ 219° 0.350’ 0.350’
In 11H 54° 36.88 005° 54.92 Entrance to Pollock Dock
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Section: Appendix 7 Rev No. 02
Title: Passage Plans Issue No. a
Table 7-3
To Belfast Building Dock
Way Pt. Latitude N Longitude W Navigation Mark Bearing Distance Course Distance DTG
In 1V 54° 41.91’ 005° 44.36’ Grey Point 180° 1.260’ 260° 1.050’ 8.120’
In 2V 54° 41.73’ 005° 46.22’ Fairway Buoy 180° 0.075’ 240° 1.430’ 7.070’
In 3V 54° 41.00’ 005° 48.35’ No.3 By Abm S 330° 0.045’ 235° 1.000’ 5.640’
In 4V 54° 40.44’ 005° 49.77’ No.5 Bn Abm S 325° 0.045’ 216° 1.035’ 4.640’
In 5V 54° 39.60’ 005° 50.83’ No.9 Bn Abm S 306° 0.035’ 216° 0.720’ 3.605’
In 6V 54° 39.03’ 005° 51.55’ No.12 Bn Abm P 126° 0.100’ 216° 0.860’ 2.885’
In 7V 54° 38.33’ 005° 52.43’ No.15 Bn Abm S 306° 0.030’ 216° 0.915’ 2.025’
In 8V 54° 37.59’ 005° 53.39’ No.19 Bn Abm S 306° 0.100’ 173° 0.330’ 1.110’
In 9M 54° 37.26’ 005° 53.30’ M1 Abm S 263° 0.030’ 180° 0.260’ 0.780’
In 10M 54° 37.00’ 005° 53.30’ S End of MSW 270° 0.055’ 220° 0.520’ 0.520’
BBD 54° 36.60’ 005° 53.88’ BBD Entrance Sill
Table 7-4 To Oil Berth No. 1
Way Pt. Latitude N Longitude W Navigation Mark Bearing Distance Course Distance DTG
In 1V 54° 41.91’ 005° 44.36’ Grey Point 180° 1.260’ 260° 1.050’ 7.800’
In 2V 54° 41.73’ 005° 46.22’ Fairway Buoy 180° 0.075’ 240° 1.430’ 6.750’
In 3V 54° 41.00’ 005° 48.35’ No.3 By Abm S 330° 0.045’ 235° 1.000’ 5.320’
In 4V 54° 40.44’ 005° 49.77’ No.5 Bn Abm S 325° 0.045’ 216° 1.035’ 4.320’
In 5V 54° 39.60’ 005° 50.83’ No.9 Bn Abm S 306° 0.035’ 216° 0.720’ 3.285’
In 6V 54° 39.03’ 005° 51.55’ No.12 Bn Abm P 126° 0.100’ 216° 0.860’ 2.565’
In 7V 54° 38.33’ 005° 52.43’ No.15 Bn Abm S 306° 0.030’ 216° 0.915’ 1.705’
In 8V 54° 37.59’ 005° 53.39’ No.19 Bn Abm S 306° 0.100’ 173° 0.330’ 0.790’
In 9M 54° 37.26’ 005° 53.30’ M1 Abm S 263° 0.030’ 180° 0.260’ 0.460’
In 10M 54° 37.00’ 005° 53.30’ S End of MSW 270° 0.055’ 180° 0.200’ 0.200’
OB1 54° 36.80’ 005° 53.30’ Off the Berth
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Section: Appendix 7 Rev No. 02
Title: Passage Plans Issue No. a
7.2 Outbound Passage Plan to the Fairway Buoy
Table 7-5
Outbound from Stormont Wharf
Way Pt. Latitude N Longitude W Navigation Mark Bearing Distance Course Distance DTG
Out 1V 54º 37.02’ 005º 54.11’ STW Shed S End 308º 0.070’ 038º 0.400’ 6.585’
Out 2V 54º 37.33’ 005º 53.71’ W Twin Beacon 308º 0.030’ 043º 0.550’ 6.185’
Out 3V 54º 37.74’ 005º 53.06’ No. 20 Beacon 133º 0.040’ 036º 0.575 5.635’
Out 4V 54º 38.21’ 005º 52.47’ No. 16 Bn Abm S 126º 0.045’ 036º 0.975’ 5.060’
Out 5V 54º 38.99’ 005º 51.47’ No.12 Bn Abm S 126º 0.040’ 036º 0.975’ 4.085’
Out 6V 54º 39.83’ 005º 50.42’ No. 8 Bn Abm S 126º 0.040’ 038º 0.580’ 3.110’
Out 7V 54º 40.29’ 005º 49.80’ No. 6 Bn Abm S 128º 0.075’ 051º 1.090’ 2.530’
Out 8V 54º 40.97’ 005º 48.33’ No. 4 Buoy Abm S 141º 0.075’ 061º 1.440’ 1.440’
Out 9V 54º 41.66’ 005º 40.16’ Fairway Buoy Abm P 331º 0.065’
Table 7-6
Outbound from Belfast Building Dock
Way Pt. Latitude N Longitude W Navigation Mark Bearing Distance Course Distance DTG
BBD 54º 36.60’ 005º 53.88’ BBD Entrance Sill 040º 0.520’ 6.945’
Out 2M 54º 37.00’ 005º 53.30’ MSW S End 270º 0.055’ 360º 0.580’ 6.425’
Out 3M 54º 37.58’ 005º 53.30’ No. 22 Bn Abm S 090º 0.075’ 043º 0.210’ 5.845’
Out 3V 54º 37.74’ 005º 53.06’ No. 20 Beacon 133º 0.040’ 036º 0.575’ 5.635’
Out 4V 54º 38.21’ 005º 52.47’ No. 16 Bn Abm S 126º 0.045’ 036º 0.975’ 5.060’
Out 5V 54º 38.99’ 005º 51.47’ No.12 Bn Abm S 126º 0.040’ 036º 0.975’ 4.085’
Out 6V 54º 39.83’ 005º 50.42’ No. 8 Bn Abm S 126º 0.040’ 038º 0.580’ 3.110’
Out 7V 54º 40.29’ 005º 49.80’ No. 6 Bn Abm S 128º 0.075’ 051º 1.090’ 2.530’
Out 8V 54º 40.97’ 005º 48.33’ No. 4 Buoy Abm S 141º 0.075’ 061º 1.440’ 1.440’
Out 9V 54º 41.66’ 005º 40.16’ Fairway Buoy Abm P 331º 0.065’
Table 7-7 Outbound from Oil Berth No. 1
Way Pt. Latitude N Longitude W Navigation Mark Bearing Distance Course Distance DTG
OB1 54º 36.80’ 005º 53.30’ Off OB1 360º 0.780’ 6.625’
Out 3M 54º 37.58’ 005º 53.30’ No. 22 Bn Abm S 090º 0.075’ 043º 0.210’ 5.845’
Out 3V 54º 37.74’ 005º 53.06’ No. 20 Beacon 133º 0.040’ 036º 0.575’ 5.635’
Out 4V 54º 38.21’ 005º 52.47’ No. 16 Bn Abm S 126º 0.045’ 036º 0.975’ 5.060’
Out 5V 54º 38.99’ 005º 51.47’ No.12 Bn Abm S 126º 0.040’ 036º 0.975’ 4.085’
Out 6V 54º 39.83’ 005º 50.42’ No. 8 Bn Abm S 126º 0.040’ 038º 0.580’ 3.110’
Out 7V 54º 40.29’ 005º 49.80’ No. 6 Bn Abm S 128º 0.075’ 051º 1.090’ 2.530’
Out 8V 54º 40.97’ 005º 48.33’ No. 4 Buoy Abm S 141º 0.075’ 061º 1.440’ 1.440’
Out 9V 54º 41.66’ 005º 40.16’ Fairway Buoy Abm P 331º 0.065’
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Section: Appendix 7 Rev No. 02
Title: Passage Plans Issue No. a
Table 7-8
Outbound from Pollock Dock
Way Pt. Latitude N Longitude W Navigation Mark Bearing Distance Course Distance DTG
Out 1H 54º 36.88’ 005º 54.92’ End of Pollock Dock 039º 0.350’ 7.045’
Out 2H 54º 37.15’ 005º 54.53’ SWN N End 147º 0.045’ 057º 0.470’ 6.695’
Out 3H 54º 37.41’ 005º 53.86’ H3 Abm Port 327º 0.030’ 066º 0.300’ 6.225’
Out 4H 54º 37.53’ 005º 53.40’ No.19 Abm Port 336º 0.125’ 043º 0.290’ 5.925’
Out 3V 54º 37.74’ 005º 53.06’ No. 20 Beacon 133º 0.040’ 036º 0.575’ 5.635’
Out 4V 54º 38.21’ 005º 52.47’ No. 16 Bn Abm S 126º 0.045’ 036º 0.975’ 5.060’
Out 5V 54º 38.99’ 005º 51.47’ No.12 Bn Abm S 126º 0.040’ 036º 0.975’ 4.085’
Out 6V 54º 39.83’ 005º 50.42’ No. 8 Bn Abm S 126º 0.040’ 038º 0.580’ 3.110’
Out 7V 54º 40.29’ 005º 49.80’ No. 6 Bn Abm S 128º 0.075’ 051º 1.090’ 2.530’
Out 8V 54º 40.97’ 005º 48.33’ No. 4 Buoy Abm S 141º 0.075’ 061º 1.440’ 1.440’
Out 9V 54º 41.66’ 005º 40.16’ Fairway Buoy Abm P 331º 0.065’
Figure 7-1
Belfast Harbour Chart
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Section: Appendix 7 Rev No. 02
Title: Passage Plans Issue No. a
Figure 7-2
Belfast Docks Chart
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Section: Appendix 8 Rev No. 02
Title: Pilot Progression Log Issue No. a
8. Pilot Progression Log
The following log is used to monitor the progression of Pilots within the Port of Belfast.
PILOT PROGRESSION LOG
Name
Induction
Class
3
Class
2
Class
1
Up to
12,000
GRT
Up to
20,000
GRT
Unlimited
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Section: Appendix 9 Rev No. 02
Title: Information for PEC Issue No. a
9. Information for PEC
9.1 Belfast Lough and Victoria Channel - Lights on North Side
Table 9-1
Belfast Lough and Victoria Channel – Lights on North Side
Name and Description Character Vis Fog Signal General Remarks
Black Head Light House Fl White light every 3 27 White octagonal tower Ht
seconds
Cloghan Jetty Buoy Quick Fl. Green Radar Refl. Green Conical
Buoy (Position 1.9m X
184° T) from Black Head
Light House
Cloghan Pt Jetty N E Corner Fl. Green every 3 secs 2 Horn every 15 secs
Cloghan Pt Jetty S W Corner Fl. Green every 3 secs 2
Kilroot Point Jetty Lt Occ Green every 10 secs 9 Jetty Lt. Ht. 6.5 m
Kilroot Power St Unloading 2 Fixed Green (Vert) 2
Berth
Kilroot Power St Jetty
Occ Green every 4 secs
Kilroot Power St Chimney 2 Quick Fl. Red
Carrickfergus E Pier Fl. Green every 7.5 secs 4
Carrickfergus W Pier Fl. Red every 7.5 sec 4
Carrickfergus Marina E Side Quick Fl. Green 3
Carrickfergus Marina W Side Quick Fl. Red 3
Fairway Buoy L. Fl. W every 10 secs 7 Horn every 16 secs
RACON (G)
Pillar Buoy. Red and
white vertical stripes and
red sphere topmark.
Radar Reflector Position
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Section: Appendix 9 Rev No. 02
Title: Information for PEC Issue No. a
Lat. 54°41.7’ N Long 5°
46.2 W
No 3 Fl (3) Green every 7.5 secs Green Conical Buoy.
No 5 Quick Fl Green Horn every 20 secs Green Tubular Steel Pile
No 7 Fl Green every 3 secs Green Tubular Steel Pile
No 9 Fl (3) Green every 5 secs Green Tubular Steel Pile
No 11 Fl Green every 3 secs Green Tubular Steel Pile
No 13 Fl (3) Green every 5 secs Green Tubular Steel Pile
No 15 Fl Green every 3 secs Green Tubular Steel Pile
VT4 North Berth End 2 Fixed Vertical Green Pier Light
VT4 North Ramp Dolphin 2 Fixed Vertical Green Pier Light
VT4 South Berth End 2 Fixed Vertical Green Pier Light
VT4 South Ramp 2 Fixed Vertical Green Pier Light
No 17 Fl. Green every 3 secs Green Conical Buoy.
VT3 Quay North
2 Fixed Vertical Green
VT1 Dolphin
2 Fixed Vertical Green
No 19 Quick Fl. Green Pile Green.
Green Triangle Topmark
Radar Reflector.
9.2 Belfast Lough and Victoria Channel - Lights on South Side
Table 9-2
Belfast Lough and Victoria Channel – Lights on South Side
Name and Description Character Vis Fog Signal General Remarks
Mew Island Lt. House Fl. (4) W 30 secs 24 Black tower with white
band. Ht 37 m
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Section: Appendix 9 Rev No. 02
Title: Information for PEC Issue No. a
RACON (0)
Briggs Buoy Fl (2) R 10 secs Red Can Buoy
Radar Reflector
Bangor North Pier Red iso. Lt. Every 12 secs 14 Red concrete structure on
North Pier Head
No 4 Lt. Buoy Fl. (2) R every 5 secs Red Can Conical Buoy
Radar Reflector
No 6 Quick fl. Red 5 Red Tubular Steel Pile
No 8, 10 Fl. (2) R every 6 secs 7 Red Tubular Steel Pile
No 12 Fl. (4) R every 6 secs Horn (2) 20 secs Red Tubular Steel Pile
Reporting Point
No 14, 16 and 18 Fl. (2) R every 6 secs 8 Red Tubular Steel Pile
No 20 Fl. (4) R every 6 secs Red Can on wooden twin
pile
No 22 Fl. (2) R every 3 secs Red Can on wooden twin
pile
Table 9-3
Inward Courses
Inward Courses Course Distance
Fairway to buoy 3 239 (T) 1.42 miles
No 3 to 5 235 (T) 1.00 miles
No 5 to 17 216 (T) 2.97 miles
Daisy Buoy to OB1
180 (T)
Herdman Channel to Gotto Wharf
236 ½ (T)
Inner Harbour beacons are 18.3 m out of channel
Seaward of turning circle piles are 22m out of channel
Table 9-4
Outward Courses
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Section: Appendix 9 Rev No. 02
Title: Information for PEC Issue No. a
Outward Courses Course Distance
No 18 to 8 036 (T) 2.25 miles
No 8 to 6 041 (T) 0.6 miles
No 6 to 4 051 (T) 1.10 miles
No 4 to Fairway buoy 059 (T) 1.42 miles
Table 9-5
Lights on other Channels
Name and Description Character Vis Fog Signal General Remarks
Musgrave Channel East Side
Daisy Transit Lt
Fl. (2) R 5 secs
Daisy Lt. Beacon Fl. Red 5 secs Red Can Beacon
Red Triangle Topmark
M2 Lt. Beacon Fl. (4) R every 6 secs Red Square on pile
structure
Shorts Beacon Fl. (2) R every 6 secs 2 Red Can on pile structure
Outfit Quay N’ly Dolphin
2 Fixed Red
Outfit Quay S’ly Dolphin
2 Fixed Red
West Side
M1 Pile Qk. Fl. Green 2 Twin wooden pile
Green Triangle Topmark
M3 Pile Fl. Green 4 secs 2 Twin wooden pile
Green Triangle Topmark
Herdman Channel North Side
H1 Pile Fl. Green 2 ½ secs Light on single pile
Green Triangle Topmark
H3 Pile Occ. Green 4 secs Light on single pile
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Section: Appendix 9 Rev No. 02
Title: Information for PEC Issue No. a
HC Ramp Lt Fl. (3) Green 6 secs Light on single pile
H5 Pile Fl. Green 2 secs Light on twin pile
Green triangle topmark
South Side
H2 Pile Occ. Red 4 secs Light on pile
H4 Fl. Red 4 secs Red Can on twin pile
Power Station Intake
Qk. Fl. Red
River Lagan Victoria Channel
(Port Hand)
East Twin Beacon Qk. Fl. (6) R 9 secs Red Can Beacon
Horn 3 blasts every 15
secs
(Fog Horn located NW
Corner Dry Dock Building)
Thompson Dock Entrance Fl. Red every 1 ½ secs 1
Thompson North Fl. (2) W 5 secs Black Red Black isolated
Danger Mark
Topmark: 2 black spheres
North Queens Fl. Red every 5 secs 2 Light on pile structure
Speed notice 5 knots
South Queens Quick Fl. Red 2 Light on pile structure
River Lagan Victoria Channel
(Starboard Hand)
West Twin Beacon Fl. Green every 4 secs 2 Green Conical Beacon
Green Triangle Topmark
Barnett Dock Dolphin 2 Fixed Red Vert Visible from 040 to 270 (T)
From Seawards
Albert Quay Ramp
2 Fixed Vertical Green Pier Light
Temporarily extinguished
Outward Seaward Corner
Donegal Quay 4 Ramp 2 Fixed Vertical Green 2 Pier Light
Date: 08.01.09 Page: 9-5
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Section: Appendix 9 Rev No. 02
Title: Information for PEC Issue No. a
9.3 Dock entrances and channels
Metres
Barnett Dock 41.75
York Dock 30.48
Milewater Basin 44.80
Clarendon Dock 14.48
Pollock Dock 85.64
Pollock Basin
Maximum swinging distance
135.00
Diagonal 225.54
Turning Circle 426.70
Victoria Channel 220.00
Victoria Channel 380.00 Between Pile 5 and Pile 6
Victoria Channel 114.29 Off East Twin Lt
Victoria Channel 245.00 Off Thompson North isolated danger
Victoria Channel 200.00 Off North End Alexandra Dock
River Lagan 55.00 Off Albert Quay Ramp
River Lagan 152.39 Off Queens Quay
Herdman Channel 146.30 Off Sinclair Wharf
Herdman Channel 112.77 Off Container Terminal
Musgrave Channel 91.43
9.3.1 Dry Docks
Date: 08.01.09 Page: 9-6
Doc: MSMS-Pilotage Manual

Section: Appendix 9 Rev No. 02
Title: Information for PEC Issue No. a
Table 9-6
Belfast Dry Dock BDD
Length 1100’ 10” 335.0m
Width of gate 165’ 00’’ 50.0m
Sill Height - 26’ 06’’ - 8.1 m
Bearing 194°T
Floor Width 167’ 00’’ 51.0m
Table 9-7
Belfast Building Dock BBD
Length 1825’ 00” 556.39m
Width of gate 305’ 00’’ 92.96m
Sill Height - 16’ 01’’ - 4.91 m
Bearing 220°T
Floor is curved down to each side, with an 8.0m flat ridge in the middle, which is
1.5m below the sill height.
Building Dock Gate has a draft of 6.6m when floating and a Beam of 9.04m.
Table 9-8
Intermediate Gate Positions
Position To Main Gate To Head Wall
1 544.14m
2 279.33m 267.92m
3 352.48m 194.76m
4 416.49m 130.76m
5 108.00m 439.35m
Date: 08.01.09 Page: 9-7
Doc: MSMS-Pilotage Manual

Section: Appendix 10 Rev No. 02
Title: Pilotage Exemption Certificate Checklist Issue No. a
10. Pilotage Exemption Certificate Checklist
NAME OF APPLICANT
NAME OF SHIP
DATE OF APPLICATION FOR
EXAMINATION/RENEWAL:
DATES OF QUALIFYING TRIPS
CHECKED BY:
DATE OF PROOF TRIP
SUIBABILITY OF
APPLICANT OBSERVED BY
DATE OF PORT FAMILIARISATION BY
BOATING COMPANY
DATE OF TUG FAMILIARISATION
VISIT TO VTS
EXAMINATION CARRIED OUT BY 1.
2.
PEC ISSUED/RENEWED/APPLICANT
FAILED
Date: 08.01.09 Page: 10-1
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Section: Appendix 11 Rev No. 02
Title: PEC Tripping Log Issue No. a
11. PEC Tripping Log
PEC TRIPPING LOG
Date Time Vessel Name
Movement type
Arrival Depart Shift
port/berth From port/berth To Tugs Signature
Date: 08.01.09 Page: 11-1
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Section: Appendix 12 Rev No. 02
Title: Pilot Exemption Certificate Questionnaire Issue No. a
12. PILOT EXEMPTION CERTIFICATE QUESTIONNAIRE
1. Document Check
Ticket Valid
Medical Valid
Discharge book to prove Master or Mate on Vessel
2. Knowledge of Vessel
LOA
Draft
Thrusters
Any unusual manoveirng characteristics
Air Draft (if applicable)
3. Entry requirements for arrival at Belfast
Reporting procedures ETA, Dangerous goods, Defects
ISPS
Notice to Mariners. Tell me about last notice
Knowledge of MSMS, and its implications
Waste
Knowledge of VTS
4. Arrival into Lough. Lights, anchor positions other traffic
Transit into harbour giving lights on one side of channel
Note number 5 and number 9
Courses and distances
Lights in turning circle
And one channel to the south
One-way system? What is it and when
Gas pipeline and contingency plan
Turning circle sizes
5. Traffic knowledge Ferries and berths
Dry docks
Alternative berths and port geography
Tides ranges, rates, fresh effect
Reduced visibility
Blind pilotage
Date: 08.01.09 Page: 12-1
Doc: MSMS-Pilotage Manual

Section: Appendix 12 Rev No. 02
Title: Pilot Exemption Certificate Questionnaire Issue No. a
6. Pilots manovering questions
Shifting to lay by berth
7. Channel priorities
Areas of special concern Barnets cut, Richardsons Wharf (acid)
Dangers and shoals
8. Tugs and boats available for use
Fending differences
9. Departure procedure
10. P.E.C requirements for reporting defects, alterations, dangerous
occurrences.
Any other questions from pilots
Candidate to be excused and decision made.
Date: 08.01.09 Page: 12-2
Doc: MSMS-Pilotage Manual

Section: Appendix 13 Rev No. 02
Title: Marine Safety Report Issue No. a
13. Marine Safety Report
MARINE SAFETY REPORT
Date of Record: Time: Author:
1a OBSERVER DETAILS 1b VESSEL DETAILS (if relevant)
Name
Title
Company
Contact Tel
Contact Fax
Other
Other
Other
Name
Port of Reg.
Length
GRT
Master
Agent
MMSI No.
Flag
2 ENVIRONMENTAL CONDITIONS
Tide
Wind Direction
Wind Force
Visibility
Other:
3 DESCRIPTION (please an additional sheet it required)
4 SUBMISSION DETAILS
Please send the completed form to Harbour Master (Fax 02890-553017).
Date: 08.01.09 Page: 13-1
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
14. The Embarkation and Disembarkation of Pilots – Code of Safe
Practice
Date: 08.01.09 Page: 14-1
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-2
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-3
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-4
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-5
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-6
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-7
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-8
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-9
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-10
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-11
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-12
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-13
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-14
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Section: Appendix 13 Rev No. 02
Title: The Embarkation and Disembarkation of Pilots – Code of Safe Practice Issue No. a
Date: 08.01.09 Page: 14-15
Doc: MSMS-Pilotage Manual

Section: Appendix 14 Rev No. 02
Title: Pilot’s Bridge Resource Assessment Issue No. a
15. Pilot’s Bridge Resource Assessment
Date:
Vessel:
Master:
Pilot:
Harbour Master Representative:
PREPARATION BY PILOT:
Passage Plan
Vessel Details
Towage Requirements
Berthing Instructions
PILOT’S BRIDGE RESOURCE
ASSESSMENT
MASTER/PILOT EXCHANGE:
Forms exchange
Pilot Card
Manoeuvre Agreement
Thrusters
Helm
Defects
Passage Plan including stand by conditions
Bridge Manning
COMMUNICATION CHOICES:
PBRA No.
RADIO
INTERNAL
EXTERNAL
LANGUAGE
AGREEMENT
COMMENTS:
PILOT’S SIGNATURE
BHC’S SIGNATURE
Date: 08.01.09 Page: 15-1
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Section: Appendix 15 Rev No. 02
Title: Syllabus for Marine Pilot Training Issue No. a
16. Syllabus for Marine Pilot Training
Date: 08.01.09 Page: 16-1
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